This test simulates the free fall of a component to the ground, as it can occur during the entire process chain up to the intended installation of the component. It serves to ensure that a component which is visibly undamaged during a free fall and therefore installed in the vehicle does not show any hidden damage or previous damage, e.g. internal component detachments or cracks. The component is dropped from a height of 1 m onto a concrete floor.

This test simulates the mechanical stress on the component caused by stone chips. It is used to ensure the resistance of the component to failure patterns such as deformation and cracks. The test is carried out in accordance with DIN EN ISO 20567-1: 2017-07 procedure B. GWP uses an Erichsen Multigrit 508 VDA device for this purpose. Fixtures for mounting your test specimens are manufactured by the GWP workshop.

This test simulates the thermal stress of the component during storage and transport. It serves to prove the resistance to storage at high (Tmax) or low temperatures (Tmin), e.g. during transport of the component (aircraft or shipping container). If the test is carried out at the beginning of a test sequence, it also serves to equalise all components to the same initial conditions. The test is carried out in climatic chambers and temperature chambers of the GWP.

This test simulates the operation of the component at different ambient temperatures. It is used to safeguard the component against malfunctions that may occur within a small interval of the ambient temperature range, as well as the start-up behaviour of the assemblies over the complete ambient temperature range.

This test simulates the stress on the components at low temperatures. It serves to ensure the function of the component after a long parking time or driving time at extremely low temperatures. The test is carried out according to DIN EN 60068-2-1: 2008-01 method AB.

This test simulates the stress on the component during repainting. It serves to safeguard the component with regard to thermally induced defect patterns, such as cracking in soldered, glued, bonded and welded joints and on seals and housings.

This test simulates the thermal stress on the component caused by shock-like temperature changes during vehicle operation. It serves to safeguard the component with regard to thermally induced defect patterns, e.g. crack formation in soldered, glued, bonded and welded joints and on seals and housings. The test is carried out according to DIN EN 60068-2-14: 2010-04 Test Na.

This test simulates the stress on the component in a salty atmosphere and salty water, as can occur in certain regions of the world and in winter road conditions. It serves to protect the assembly against malfunctions under salt load, e.g. due to short circuits and leakage currents caused by salt penetrating the component. The test is carried out according to DIN EN 60068-2-11: 2000-02.

This test simulates the thermal stress (including frost) of the component due to cyclical temperature changes at high humidity during vehicle operation. It serves to ensure the resistance of the assemblies to moist heat. The test is carried out in accordance with DIN EN 60068-2-38: 2010-06.

This test simulates the thermal stress (including frost) of the component due to cyclical temperature changes at high humidity during vehicle operation. It serves to ensure the resistance of the assemblies to moist heat. The test is carried out in accordance with DIN EN 60068-2-38: 2010-06.

This test simulates the exposure of the component to moist heat. It serves to ensure the resistance of the assembly with regard to defect patterns caused by moist heat, such as corrosion, migration/dendrite growth, swelling and degradation of plastics, seals and potting compounds. The test is carried out in accordance with DIN EN 60068-2-78: 2014-02 with test severity level 1.

This test simulates the stress on the component caused by damp heat during the service life of the vehicle. It is used to ensure the quality and reliability of the assembly with regard to defect patterns caused by damp heat, such as corrosion, migration/dendrite growth, swelling and degradation of plastics, seals and potting compounds. The test is performed in accordance with DIN EN 60068-2-78: 2014-02 with test severity level 2. The test duration is based on the Lawson model for estimating the service life of the assembly.

This test simulates, in a condensed manner, the exposure of the component to moist heat, taking into account the protective effect of waterproof enclosures during the life of the vehicle. It serves to ensure the quality and reliability of the component with regard to defect patterns caused by moist heat, such as corrosion, migration/dendrite growth, swelling and degradation of plastics, sealing and potting compounds. The test is performed as a combination test with test blocks according to DIN EN 60068-2-78: 2014-02 and DIN EN 60068-2-38: 2010-06.

This test does not simulate real stress. Rather, it serves to find weak points in the area of mechanical connections on assemblies such as solder joints or plug connections. The test is to be carried out exclusively with the component assembly without housing and mechanical parts. Necessary brackets are to be designed in such a way that no additional mechanical stresses act on the assembly. The test shall be carried out in accordance with DIN EN 60068-2-14: 2010-04.

This test simulates the exposure of the component to various chemicals. It serves to protect the component against chemical changes to the enclosure and impairment of the function due to chemical reactions. The media resistance test is carried out according to ISO 16750-5: 2010-04.

This functional test evaluates certain key parameters at a specified temperature at the voltages UB min , UB andUB max. The active test duration is kept as short as possible in order not to increase the component temperature unnecessarily. The basic functionalities of the components are measured.

This functional test evaluates key parameters and the functional behaviour of the components at room temperature and operating voltage. In addition, the components are visually inspected according to DIN EN 13018: 2016-06 for external damage and changes, such as cracks, chipping, discolouration and deformation, without opening the components. Furthermore, a shake test is performed to identify loose parts inside the component. Changes in the values of key parameters, functional behaviour or fault memory entries as well as abnormalities in the visual inspection are evaluated in comparison to the new condition.

The functional test evaluates key parameters and the functional behaviour of the components at maximum, minimum and room temperature, each at minimum, maximum and operating voltage. In addition, a leak test is carried out at room temperature. Furthermore, the components are inspected visually for external damage and changes, such as cracks, chipping, discolouration and deformation, without opening the components, in accordance with DIN EN 13018: 2016-06. Furthermore, a shake test is performed to identify loose parts inside the component. Changes in the values of the key parameters, the functional behaviour or the fault memory entries as well as conspicuities in the visual inspection are evaluated in comparison to the new condition.

Testing of the protection of persons against access to active parts by means of standardised access probes.

The insulation resistance shall be measured or determined by calculation at each high voltage busbar of the vehicle, using measured values for each part or section of a high voltage busbar.

The insulation resistance shall be determined by a suitable method on the component.

The function of the built-in insulation resistance monitoring system shall be checked by connecting a resistor between the monitored terminal and the electrical ground.  The indicator shall be switched on during this process.

The procedure for the determination of hydrogen emissions during charging of the REESS of all road vehicles is described in paragraph 5.4 of this Regulation in accordance with this procedure.

This test describes the check of the resistance of the REESS to sudden temperature changes. The REESS is subjected to a specified number of temperature cycles, starting at ambient temperature and followed by high and low temperature cycles. This simulates a rapid change in ambient temperature to which a REESS would likely be exposed during its life cycle.

This test is designed to check the resistance of the REESS to fire outside the vehicle due to, for example, fuel leakage from a vehicle (either the vehicle itself or a nearby vehicle). In this situation, the driver and passengers shall have sufficient time to exit the vehicle.

This test is to check the performance of the short-circuit protection. If fitted, it shall interrupt or limit the short-circuit current to protect the REESS from any further severe events caused by the short-circuit current.

This test is to check the performance of the protection against excessive discharge. If fitted, this shall interrupt or limit the discharge current to protect the REESS from any serious events caused by a state of charge declared by the manufacturer to be too low.

The purpose of this test is to check the protective measures of the REESS against internal overheating during operation, even in the event of failure of the cooling function. If no specific protective measures are required to prevent the REESS from reaching an unsafe condition due to internal overheating, this safe operation shall be demonstrated.