Bsi bs au 209 7 1993 (1999)

BRITISH STANDARD

Vehicle security —
Part 7: Specification for locking systems
for goods vehicle driver’s
compartments

BS AU
209-7:1 993


BS AU 209-7:1 993

Committees responsible for this
British Standard

The preparation of this British Standard was entrusted by the Automobile
Standards Policy Committee (AUE/- ) to Technical Committee AUE/1 7, upon
which the following bodies were represented:
Association of Car Fleet Operators
Automobile Association
British Security Industry Association
Consumers’ Association
Consumer Policy Committee of BSI
Department of Trade and Industry
Department of Transport
Freight Transport Association
Home Office
Institute for Consumer Ergonomics Ltd.
Master Locksmiths’ Association
Metropolitan Police

Motor Industry Research Association
Road Haulage Association Ltd.
Royal Automobile Club
Society of Motor Manufacturers and Traders Ltd.

This British Standard, having
been prepared under the
direction of the Automobile
Standards Policy Committee, was
published under the authority of
the Standards Board and comes
into effect on
1 5 July 1 993
© BSI 08- 1 999

The following BSI references
relate to the work on this
standard:
Committee reference AUE/1 7
Draft for comment 91 /7691 1 DC

ISBN 0 5 80 21 781 7

Amendments issued since publication

Amd. No.

Date

Comments

BS AU 209-7:1 993

Contents

Page
Committees responsible
Foreword

ii

1

Scope

1

2

References

1

3

Definitions

1

4

Locks operated by mechanical keys

1

5

Exterior release controls

2

6

Functional requirements

3

7

Test conditions

3

Annex A (normative) Lock and key wear test

4

Annex B (normative) Electrically powered system test

4

List of references

© BSI 08- 1 999

Inside front cover

Inside back cover

i


BS AU 209-7:1 993

Foreword

This Part of BS AU 209 has been prepared under the direction of the Automobile
Standards Policy Committee, at the request of the Department of Transport and
with the support of the Home Office and organizations connected with law
enforcement, the motor vehicle construction industry and vehicle user
organizations.
Hitherto, no standard has existed for the United Kingdom that defines the
performance and use of equipment intended to prevent or deter unauthorized
entry into or removal of a motor vehicle.
This standard is not a substitute for anti- burst latch test requirements of vehicle
doors, nor for protective devices used on the steering system, transmission or gear
lever.
It is considered essential that goods vehicles should be equipped with a dead
locking facility which requires minimum effort from the driver to achieve a

satisfactory level of vehicle security.
It is recognized that this standard covers a relatively new area, not previously
standardized and that it may be necessary to amend the requirements resulting
from initial experience of its use.
Other Parts of BS AU 209 are:
— Part 1 a: Specification for locking systems for passenger cars and car derived
vehicles;

— Part 2: Specification for security systems against theft of in-car equipment for
entertainment and communication purposes;

— Part 3: Specification for security marking of glazing for passenger cars and
car derived vehicles;

— Part 5a: Specification for central power locking systems for passenger cars
and car derived vehicles;

— Part 6: Specification for dead locking systems for passenger cars and car
derived vehicles;

— Part 8: Specification for locking systems for the load carrying compartment
— Part 9: Specification for security of ancillary equipment on CVs

1)

1)

;

;

— Part 1 0: Specification for immobilizers.
A British Standard does not purport to include all the necessary provisions of a
contract. Users of British Standards are responsible for their correct application.
Compliance with a British Standard does not of itself confer immunity
from legal obligations.

Summary of pages

This document comprises a front cover, an inside front cover, pages i and ii,
pages 1 to 4, an inside back cover and a back cover.
This standard has been updated (see copyright date) and may have had
amendments incorporated. This will be indicated in the amendment table on the
inside front cover.

1)

ii

In preparation.

© BSI 08- 1 999


BS AU 209-7:1 993

1 Scope
This Part of BS AU 209 specifies requirements for

3.4

closure

the performance of locking systems fitted to all

a physical barrier which fits in an aperture and is

closures through which access may be gained to the

designed to move to enable, or prevent, access

driver’s compartment of goods vehicles. Goods

through that aperture

carrying compartments which are not accessible

3.5

from the driver’s compartment, are the subj ect of

latch

Part 8 of this British Standard.

a mechanism employed to retain a door or

This Part of BS AU 209 does not apply to category

compartment cover in a closed condition with

N. 1 (gross vehicle mass of up to 3. 5 t) vehicles that

provision for controlled release (or operation)

have been derived from passenger cars.

2 References
2.1 Normative reference

This Part of BS AU 209 incorporates, by reference,
provisions from a specific edition of another
publication. This normative reference is cited at the
appropriate point in the text and the publication is

3.6
freewheel

the ability of a button or handle to move without
releasing the latch
3.7
central power locking system

a facility that provides for the locking/unlocking by

given on the inside back cover. Subsequent

a single action, of all closures to the driver’s

amendments to, or revisions of, this publication

compartment

apply to this Part of BS AU 209 only when

3.8

incorporated in it by updating or revision.
2.2 Informative references

normal locking

a facility that provides locking of the driver’s

This Part of BS AU 209 refers to other publications

compartment doors such that their exterior release

that provide information or guidance. Editions of

controls are rendered inoperable

these publications current at the time of issue of this
standard are listed on the inside back cover, but
reference should be made to the latest editions.

3.9
dead locking

a facility which prevents the unlocking of the

3 Definitions
For the purposes of this Part of BS AU 209 the
following definitions apply.
3.1
goods vehicle

vehicle used for the carriage of goods and having a
gross vehicle mass, as defined in the European
Community Directive 70/1 56/EEC, of:
a) up to a maximum of 3. 5 t: category N. 1 ;
b) from 3. 5 t to a maximum of 1 2 t: category N. 2;
c) maximum in excess of 1 2 t: category N. 3.
3.2

closure other than by operation of the key
3.1 0
internal locking/unlocking control

any device located within the vehicle that controls
the locking mechanism of the latch

4 Locks operated by mechanical keys
4.1 A lock intended to be unlocked from outside the

vehicle, using its own specifically coded key, shall
conform to Annex A.
4.2 The lock and its key shall, after being tested in

accordance with A.2 , remain an effective specific
combination.

lock

4.3 After completion of the test in A.2 , further

a device that prevents the release of a latch and that

manipulation of a minimum difference key for 1 min

can only be activated by the use of:

shall not unlock the assembly.

a) a specifically coded key; and/or
b) a linkage between the latch mechanisms and
controls situated within the vehicle.

4.4 Keys shall not be permanently marked with

their coded identification except on the tags
designed to be removed by the user. Key code
information shall not appear elsewhere on the

3.3

vehicle or its equipment, including handbooks, or on

key

the lock.

a device, specifically coded to match a specific lock

© BSI 08- 1 999

1


BS AU 209-7:1 993

The key locking system shall comprise not less
than 1 000 different key combinations for any one
series of key combinations.
4.6 Locks incorporating tumblers shall have no
more than two identical tumblers operating in the
same direction, positioned adjacent to each other.
There shall be not more than 50 % of identical
tumblers in a lock.
4.7 It shall not be possible to release the latch or
enable it to be released by any of the following
means.
a) By rotating the lock cylinder within its housing
or the housing within its mounting on the vehicle
in accordance with the following torque test
procedure, using a tool, normally in the form of a
key blank, and manufactured from high strength
steel, hardened and tempered to a hardness on
the Rockwell scale of HRC 48 to HRC 56, for the
length of engagement of it into the lock plus a
further 10 mm proud of the lock face.

1) The tool shall be of such a size that it can
transmit the maximum possible torque to the
lock cylinder and yet it can be inserted into the
lock with an axial force not exceeding 600 N.
2) Insert the tool into the lock and apply an
axial load of 600 N ± 10 N while applying an
increasing torque until one of the following
occurs:
i) the tool fails within 10 mm of the lock
face; or
ii) the torque applied exceeds 100 N·m; or
iii) it is not possible to achieve a torque
of 100 N·m for other mechanical reasons.
3) Remove any easily removable parts and if
the resulting key opening has been enlarged
then item 2) shall be repeated once using a
larger tool which conforms to item 1).
b) By displacing the lock cylinder from its housing
or the housing from its mounting on the vehicle or
by distorting the body panel, using the following
axial test procedure.
1)
Insert the largest size of high
quality steel self-tapping screw, conforming to
ISO 2702:1974, that can be screwed into the
lock without breaking the screw or exceeding a
torque of 100 N·m. Apply an increasing force
along the axis of the screw in the tensile mode
until one of the following occurs:
i) the screw fails; or

ii) the load applied exceeds 1 200 N; or
iii) it is not possible to achieve a load
of 1 200 N for other mechanical reasons.
4.5

Tens ile.

2

2)
Apply an increasing force
along the axis of the lock in the compressive
mode until one of the following occurs:
i) the load applied exceeds 1 200 N; or
ii) it is not possible to achieve a load
of 1 200 N for other mechanical reasons.
c) By displacing the lock cylinder from its housing
or the housing from its mounting on the vehicle or
by distorting the body panel in accordance with
the following bending moment test procedure,
using a tool, normally in the form of a key blank,
and manufactured from high strength steel,
hardened and tempered to a hardness on the
Rockwell scale of HRC 48 to HRC 56, for the
length of engagement of it into the lock plus a
further 10 mm proud of the lock face.
1) The tool shall be of such a size that it can
transmit the maximum possible bending
moment to the lock cylinder and yet it can be
inserted into the lock with an axial force not

exceeding 600 N.
2) Insert the tool into the lock and apply an
axial load of 600 N ± 10 N while applying a
bending moment up to a maximum of 60 N·m
but not exceeding the yield point of the tool,
alternatively upwards and downwards
for 20 cycles. Each cycle shall consist of the
maximum bending moment applied upwards
for a least 0.5 s followed by the maximum
bending moment downwards applied for at
least 0.5 s. Repeat the procedure using
opposite directions in the horizontal plane
using a new tool, lock and closure.
Com p ress iv e.

NOTE At the discretion of the test authority a third
plane may be chosen if it is judged to represent the worst
case situation and a new tool, lock and closure used.

3) Remove any easily removable parts and if
the resulting key opening has been enlarged
then item 2) shall be repeated using a larger
tool which conforms to item 1).
Where the mechanism is fractured or damaged as a
result of verifying conformance to a), b) or c) the
mechanism shall be deemed to satisfy the
requirements provided that entry into the vehicle
cannot be subsequently achieved by releasing the
latch via any resulting aperture using a simple tool
or by applying the test procedure in 7.4 .

5 Exterior release controls

Exterior push buttons or handles shall either
freewheel when in the locked state, or be so
constructed that, when in the locked state and
sufficient force is applied so as to produce the full
operating movement of the release button or handle,
such movement shall not effect entry into the
vehicle.
© BSI 08-1999


BS AU 209-7:1 993

6 Functional requirements
6.1 All closures to the driver’s compartment shall be

either:

d) it shall not be possible for a single power
malfunction to cause deadlocking of all the
closures. Conformity shall be checked by
calculation, based on information which shall be

a) secured by latches which are capable of being

provided by the manufacturer.

locked from inside and outside the driver’s
compartment; or

b) necessitate prior access to the driver’s
compartment in order to remove closures,
e. g. roof mounted air conditioning equipment.

7 Test conditions
7.1 For the tests specified in clause 5 a complete

vehicle or representative portion thereof shall be
provided for testing together with installation

6.2 Normal locking shall be achievable on every

drawings of the system applicable to the vehicle.

closure in the driver’s compartment by the internal

NOTE

locking control which shall inhibit access to the

locking device layout, central power locking system and

compartment (the anti- hij ack provision), such

deadlocking system, by examination of the vehicle with door

action shall be reversible so that exit is always
possible from within the compartment.
6.3 Opening windows shall not move more

than 5 mm in the direction of the opening when a
load of 750 N

± 1 0 N is applied within 20 mm of the

plane of the window and in the direction of opening
the window.
6.4 The central power locking system, where fitted,

shall permit the internal locking and unlocking
controls for each closure to be individually effective.
It shall be possible to operate the central power
locking system from:
a) at least one nominated point within the
driver’s compartment of the vehicle; and
b) at least one specific external nominated point.
6.5 Deadlocking shall only be achievable by

operation of the driver’s and front passenger’s door
exterior locks operated by their own specifically
coded keys. Such systems shall be tested in
accordance with clause 5 . All other closures to the
driver’s compartment shall be simultaneously
deadlocked on deadlocking either the driver’s or
front passenger’s door. Detailed requirements for
deadlocking systems are:
a) the deadlocks shall have two positions,
unlocked and deadlocked;
NOTE

Normal locking may be achieved by use of the

internal locking unlocking control. Provision should be made
for emergency egress from the driver’s compartment in a

Pre- test familiarization of the latch linkage, internal

trims removed and by examination of the drawings, is permitted.

7.2 Before the start of the tests all external closures

shall be fully closed, latched and locked or
deadlocked, and any window shall be in the fully
closed position with minimum backlash left in the
system, immediately preceding each test.
7.3 For tests carried out with the deadlocking

system activated all glazing giving access to the
driver’s compartment shall be either broken or
removed except for the last 1 0 mm above the bottom
of the daylight opening.
NOTE 1

For tests to be carried out on the deadlocking system,

access to the driver’s compartment should be permitted to
establish conformance to 3.9 .
NOTE 2

The closure internal trim may be removed, either

completely or partially, provided that by so doing the probe or
simple tool is not permitted to pass into/through spaces that
would otherwise be restricted by the trim if it were present. This
is to negate the need for the tester to be familiar with the latch
mechanism when forming the probe or simple tool.

7.4 It shall not be possible to release or enable the

release of the latches of any of the driver’s
compartment closures and thereby gain access to
the driver’s compartment by the following methods,
without permanently distorting the closure or the
surrounding body aperture.
a) If contact can be made with any part of the
latch assembly, latch linkage, lock or internal
locking and unlocking control from outside the
vehicle using a probe formed from a wire of
diameter 1 . 5 mm, then b) shall apply to that part

deadlocked condition.

which is in contact.

b) individual deadlock closures to the load

b) Attach a simple tool via the external access

carrying area may be unlocked by the key for that

point of the probe and then replace the internal

closure;

trim. Manipulate the tool over the range of

c) it shall not be possible to activate or deactivate
the deadlocking system by the application of
electromagnetic or other transmissions and
power supply variations when tested in
accordance with the appropriate method in
Annex B;

directions which are possible from the access
point while applying load through the tool up to a
maximum of 300 N. If no simple tool can be
attached then that part of the linkage is
considered to have satisfied the requirements
of 7.4 .
NOTE

In the case where a large portion of the linkage can be

contacted by the probe, the tester may restrict tests to the
mid- point and to each end of that portion.

© BSI 08- 1 999

3

BS AU 209-7:1 993

Annex A (normative)
Lock and key wear test

Annex B (normative)
Electrically powered system test

A.1 Principle

Carry out the following procedure with the

To assess the resistance to wear between the key

appropriate closure in the closed or locked position:

and the lock cylinder, the key and the internal

a) disconnect the battery positive (+) lead

elements of the lock cylinder, and the lock cylinder

for 4 min, then reconnect;

and its housing.

b) disconnect the battery negative (–) lead

A.2 Locks intended for use from outside the

for 4 min, then reconnect;

vehicle
A.2.1

Sampling

c) reverse the normal polarity of the supply to the
system for 4 min, then return it to normal;

A key and lock assembly shall be chosen at random

d) increase the supply voltage to twice the normal

and at least two further distinct key and lock

system voltage for 4 min, then revert to normal

assemblies of minimum difference to the first shall

supply voltage;

be selected.

A.2.2

Test 1

Subj ect the sample keys to a torque of not

e) expose the system to an electromagnetic field
of 50 V/m over a frequency range of 1 0 kHz
to 1 000 MHz.

less than 2. 45 N·m in all three locks, to check that

NOTE

each lock can only be unlocked by its own specific

systems not under test.

The system may be isolated so as to protect non- security

key.

A.2.3

Test 2

Subj ect each sample to 25 000 complete locking and
unlocking cycles. At the end of each cycle, fully
withdraw and reinsert the key.

A.2.4

Test 3

After completion of the 25 000 cycles, verify

conformance to A.2.2 .

4

© BSI 08- 1 999


BS AU 209-7:1 993

List of references

(see clause 2 )

Normative references

ISO publications
INTERNATIONAL ORGANIZATION FOR STANDARDIZATION (ISO) , Geneva (Publication available from BSI Sales)

ISO 2702: 1 974, Heat-treated steel tapping screws — Mechanical properties.

Informative references

BSI standards publications
BRITISH STANDARDS INSTITUTION, London

BS AU 209, Vehicle security.
BS AU 209- 8, Specification for locking systems for the load carrying compartment

2)

.

Other references

[1 ] EUROPEAN COMMUNITIES. 70/1 56/EEC. Council Directive of 6 February 1 970 on the approximation
of the laws of the Member States relating to the type- approval of motor vehicles and their trailers.

2)

In preparation.

© BSI 08- 1 999


BS AU
209-7:1 993

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