This European Standard is intended to cover all common significant hazards, hazardous situations and events see Clause 4 of electrically power assisted bicycles, when used as intended and under condition of misuse that are reasonably foreseeable by the manufacturer. This European Standard specifies requirements and test methods for engine power management systems, electrical circuits including the charging system for the design and assembly of electrically power assisted bicycles and sub-assemblies for systems having a rated voltage up to and including 48 V d. This European Standard specifies safety and safety related performance requirements for the design, assembly, and testing of EPAC bicycles and subassemblies intended for use on public roads, and lays down guidelines for instructions on the use and care of such bicycles. This European Standard applies to EPAC bicycles that have a maximum saddle height of mm or more and that are intended for use on public roads.

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A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the Management Centre has the same status as the official versions.

Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without notice and shall not be referred to as a European Standard. This document is currently submitted to the CEN Enquiry. This standard has been developed in response to demand throughout Europe.

For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document including any amendments applies. EN , Safety requirements for secondary batteries and battery installations.

An electromagnetic diESArbance may be electromagnetic noise, an unwanted signal or a change in the propagation medium itself 3. If symbols are used, their meaning shall be described in the instructions for use, their function is one described in ISO , their design shall be according to that standard. The battery terminals shall be protected against hazardous contacts creating short circuit.

Care should be taken that the batteries are protected against overcharging. An appropriate overheating and short circuit protection device shall be fitted NOTE indication and example of solution is given in informative Annex A 4. Discharge full charged battery to the discharging limit given by the battery manufacturer at the maximum current given by the electric motor and controller and record it.

Measure cable and plug temperature and judge cable and plug by view. Holes in metal through which insulated wires pass shall have smooth well-rounded surfaces or be provided with bushings. Different parts of EPAC, which can move in normal use or during user maintenance relative to each other, shall not cause undue stress to electrical connections and internal conductors, including those providing earthing continuity. Compliance with a , b , c is checked by inspection.

Flexible metallic tubes shall not cause damage to the insulation of the conductors contained within them. Compliance with d is checked by inspection and by the following test. If flexing occurs in normal use, the appliance is placed in the normal position of use and is supplied at rated voltage under normal operation. The wiring and its connections shall withstand the electrical strength test.

Compliance is checked as follows:? The basic insulation shall be electrically equivalent to the basic insulation of cords complying with IEC or IEC When slewing is used as supplementary insulation on internal wiring it shall be retained in position by positive means. A sleeve is considered to be fixed by positive means if it can only be removed by breaking or cutting or if it is clamped at both ends. Cables and conduits 4. Compliance is checked by inspection.

Cables selection shall be made referring to comply IEC clauses However if a specially prepared cord is used, the terminals need only be suitable for the connection of that cord. This requirement has to be checked according to the test methods described in 4. Test for checking that no electric motor assistance is provided when pedalling backward shall be adapted to the technology used. For example, pedal backward and check the no load current point or that no torque is delivered on the driving wheel see Annex B.

Test conditions The test may be performed either on a test track or on a test bench or on a stand which keeps the motor driven wheel free of the ground. Test method 4. Check the distance between stopping pedalling and actuating the switch brake simultaneously if any to no power corresponding to no load current point provided by the electric motor by using? Carry out ten times and then average.

The speed-measuring device shall have the following characteristics:? Test procedure 4. Pedalling, go steadily to reach a speed equal to 1,25 times the maximum assistance speed as declared by the manufacturer. Record the speed at the no load current point which is the maximum assisted speed. Most battery charger manufacturers set their chargers to have an optimal ambient temperature of 20 C to 25C. Whilst it is normal when building battery packs from Ni-Cad, Ni-Mh and Li-ion battery cells, to include temperature sensing, this is not always the case with valve regulated lead acid VRLA batteries.

The main reason for including temperature sensing in VRLA batteries is to protect against one or more cells within the battery pack becoming short circuited.

This lowers the terminal voltage and can allow the charger to supply more power than is required, which can lead to a dangerous thermal situation. Temperature sensors should be fitted to each battery within the pack and this information fed back to the battery charger.

It is recommended that positive temperature coefficient PTC thermistors are used. All thermistors should be connected in series between the charger temperature pin T and the battery pack negative pin -. Should any battery within the pack reach 60c the charger thermal detection circuitry should be adjusted to detect this condition and take suitable measures to stop any further increase in temperature.

In the first step, the reduction of power is smaller than in the second one. However, the measuring methods used in checking the immunity of vehicles and ESAs to electromagnetic radiation described in C4 and C7. This limit will increase by the frequency logarithm for frequencies above 75 MHz. A quasi-peak detector shall be used to measure wide-band electromagnetic radiation. A mean-value detector is used to measure narrow-band electromagnetic radiation. The vehicle shall be exposed to the electromagnetic fields, described in this Annex, and shall be monitored during the tests.

The control and monitoring equipment shall not be susceptible to radiation fields whereby the tests could be invalidated. The vehicle shall be placed on a suitably loaded dynamometer or, if no dynamometer is available, shall rest on electronically insulated axle supports at a minimum distance from the ground. The left or right direction indicators shall be on.

All other vehicle systems shall be operating normally. Contact between the wheels and the test surface is not regarded as an electrical connection. Under normal conditions, the vehicle shall be facing the antenna. Either the antenna s or a transmission line system TLS may be used as the field generating C. No part of the antenna radiator elements shall be less than 0,25 m from the vehicle plane. This distance will normally be in the range 1 to 5 m.

There shall be no absorption material between the transmitting antenna and the vehicle under test. No part of the TLS, except the vehicle plane, may be less than 0,5 m from any part of the vehicle. Reference point The reference point is the point at which the field strengths are established and is defined as C.

In this case the vehicle will be positioned with its front part facing in the opposite direction to the antenna and as if it had been rotated horizontally through degrees about its central point.

The distance between the antenna and the nearest part of the outer surface of the vehicle shall remain the same. For vehicle observation purposes, only the monitoring equipment described in section 8 may be C. This RF power level, as well as all other relevant settings on the field generator shall be recorded in the test report calibration curve. The recorded information is to be used for type-approval purposes. Should any alterations be made to the equipment at the test location, the substitution method shall be repeated.

The power required by C. The equivalent isotropic value corresponding to these measurements is to be regarded as the field strength. A quasi-peak detector shall be used to measure wide-band electromagnetic emissions. A mean-value detector is used to measure the narrow-band electromagnetic radiation. The location of the tests shall meet the national legal requirements regarding electromagnetic signal emissions.



General Consultation Arrangements It has been longstanding practice to consult widely on proposed new or amended vehicle standards. Much of the consultation takes place within institutional arrangements established for this purpose. The analysis and documentation prepared in a particular case, and the bodies consulted, depend on the degree of impact the new or amended standard is expected to have on industry or road users. Editorial changes and changes to correct errors are processed by the Department of Infrastructure and Transport. This approach is only used where the amendments do not vary the intent of the vehicle standard.


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Sectors Our standards development activities are divided into industry sectors. These sectors are supported by Stakeholder Engagement Managers who are available to advise and assist stakeholders. We co-ordinate the attendance of Australian experts at international meetings and participate in the preparation of a wide range of International Standards. We are extremely active within the international standardisation movement and a number of our senior management team members hold important voluntary offices on international standards bodies.


ILNAS EN 15194

Viktilar Who buy this standaed also According to the Notes concerning battery testing in Section 4. The market for e-bicycles is expected to dramatically increase in the coming years as consumers seek safe and convenient options to traditional motorized vehicles. The national regulations develop often slower than technology does. The EN regards to design and assembly, electrical circuits including charging systems, batteries, electric cables and connections, measurement of maximum power, power management, maximum speed for which assistance is given by the electric motor etc.

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