Vehicle Standard (Australian Design Rule 31/03 – Brake Systems for Passenger Cars) 2013 (Cth)
Vehicle Standard (Australian Design Rule 31/03 – Brake Systems for Passenger Cars) 2013
Made under section 7 of the Motor Vehicle Standards Act 1989
Compilation: 2 (up to and including Vehicle Standard (Australian Design Rule) Amendment Instrument 2021 (No.1))
Compilation Date: 14 May 2021
Compiled by: Vehicle Safety Policy and Partnerships, Department of Infrastructure, Transport, Regional Development and Communications
CONTENTS
0.1.NAME OF STANDARD................................................................................... 3
SCOPE................................................................................................................ 3
APPLICABILITY AND IMPLEMENTATION.............................................. 3
DEFINITIONS................................................................................................... 4
REQUIREMENTS............................................................................................. 4
EXEMPTIONS AND ALTERNATIVE PROCEDURES................................ 5
ALTERNATIVE STANDARDS....................................................................... 5
APPENDIX A.................................................................................................................. 7
COMPILATION NOTES............................................................................................ 105
0.1. NAME OF STANDARD
0.1.1. This standard is the Vehicle Standard (Australian Design Rule 31/03 – Brake Systems for Passenger Cars) 2013.
0.1.2. This standard may also be cited as Australian Design Rule 31/03 — Brake Systems for Passenger Cars.
SCOPE
This standard prescribes braking system requirements for passenger cars.
APPLICABILITY AND IMPLEMENTATION
This standard applies to the design and construction of vehicles as set out in 2.1, 2.2, 2.3 and the table below.
2.1.1 November 2015 on all new model vehicles.
2.2.1 November 2016 on all vehicles of category MA, MB or MC.
2.3.1 November 2017 on all vehicles of category LEP or NA.
2.4.For the purposes of clause 2.1 a "new model" is a vehicle model first produced with a 'Date of manufacture' on or after the agreed date in clause 2.1.
2.5.Vehicles of category MB, MC or NA complying with the requirements of ADR 35/… will be accepted as complying with this standard.
2.6.Vehicles of category LEP that are fitted with a single foot pedal controlling both front and rear service brakes must comply with this standard. Other LEP vehicles must comply with ADR 33/…
2.7.Vehicles certified to ADR 31/04 or a later version need not comply with this rule.
2.8.Applicability Table
| Vehicle Category | ADR Category Code* | UNECE Category Code* | Manufactured on or After | Acceptable Prior Rules |
| Moped 2 wheels | LA | L1 | N/A | |
| Moped 3 wheels | LB | L2 | N/A | |
| Motor cycle | LC | L3 | N/A | |
| Motor cycle and sidecar | LD | L4 | N/A | |
| Motor tricycle | LE | L5 | ||
| LEM | N/A | |||
| LEP | 1 November 2015** | /01, /02 | ||
| LEG | N/A | |||
| Passenger car | MA | M1 | 1 November 2015** | Nil |
| Forward-control passenger vehicle | MB | M1 | 1 November 2015** | Nil |
| Off-road passenger vehicle | MC | M1 | 1 November 2015** | Nil |
| Light omnibus | MD | M2 | N/A | |
| Heavy omnibus | ME | M3 | N/A | |
| Light goods vehicle | NA | N1 | 1 November 2015** | Nil |
| Medium goods vehicle | NB | N2 | N/A | |
| Heavy goods vehicle | NC | N3 | N/A | |
| Very light trailer | TA | O1 | N/A | |
| Light trailer | TB | O2 | N/A | |
| Medium trailer | TC | O3 | N/A | |
| Heavy trailer | TD | O4 | N/A |
* UN ECE Vehicle Categories are provided for information and as reference only. The category code may also be in the format L1, LA etc.
** See clauses 2.1 to 2.4
DEFINITIONS
3.1.Refer to Vehicle Standard (Australian Design Rule Definitions and Vehicle Categories) 2005.
3.2.Refer to paragraph 2 of Appendix A for certain definitions.
REQUIREMENTS
4.1.Vehicles must comply with the requirements of Appendix A, as varied by part 5 Exemptions and Alternative Procedures.
4.2.Vehicles of categories MA, MB, MC or NA must be fitted with an Electronic Stability Control System and a Brake Assist System, both meeting the requirements of Appendix A, Annex 9.
EXEMPTIONS AND ALTERNATIVE PROCEDURES
5.1.The following provisions of Appendix A are not applicable.
Section 3 Application for approval
Section 4 Approval
Section 5 Paragraph 5.2.25 - temporary-use spare wheels/tyres (Supplement 8 to Regulation No. 13-H dated 18 December 2008)
Section 7 Modification of vehicle type or braking system and extension of approval
Section 8 Conformity of production
Section 9 Penalties for non-conformity of production
Section 10 Production definitely discontinued
Section 11 Names and addresses of technical services responsible for conducting approval tests and of administrative departments
Section 12 Transitional provisions
Annex 1 communication concerning the approval or extension or refusal or withdrawal of approval or production definitely discontinued of a vehicle type with regard to braking pursuant to Regulation No. 13-H
Annex 2 Arrangement of approval marks
5.2.In respect of Annex 8, paragraph 3.7 of Annex 9, and Appendices 1 to 3 of Annex 9 of Appendix A of this standard, vehicles will be deemed to meet the requirements of these annexes if compliance can be demonstrated during a Conformity of Production assessment.
ALTERNATIVE STANDARDS
6.1.The technical requirements adopted by the United Nations – Economic Commission for Europe (UNECE) Regulation No. 13-H – UNIFORM PROVISIONS CONCERNING THE APPROVAL OF PASSENGER CARS WITH REGARD TO BRAKING, incorporating the 00 series of amendments from supplement 9 and corrigendum to supplement 9 onwards, shall be deemed to be equivalent to the technical requirements of this standard, provided vehicles of categories MA, MB, MC or NA are fitted with an Electronic Stability Control System and a Brake Assist System, both meeting the requirements of Appendix A, Annex 9.
6.1.1.In respect of Annex 8, paragraph 3.7 of Annex 9, and Appendices 1 to 3 of Annex 9 of UNECE Regulation No. 13-H 00, vehicles will be deemed to meet the requirements of these annexes if compliance can be demonstrated during a Conformity of Production assessment.
6.2.The technical requirements adopted by the United Nations - Economic Commission for Europe Global technical regulation No.8 – ELECTRONIC STABILITY CONTROL SYSTEMS, incorporating corrigenda 1 and 2, shall be deemed to be equivalent to the technical requirements of Appendix A, Annex 9, Part A of this standard.
6.2.1.The following exemptions to the provisions of Global technical regulation No.8 apply;
6.2.1.1.Clause 5.4. (f), where the ESC malfunction tell-tale need not illuminate if it is combined in a two-part telltale with the “ESC Off” tell-tale, and this is illuminated.
6.2.1.2.Clause 5.5.3.
6.2.1.3.Clause 6.3.1., where the ESC system must be enabled for all testing, except where otherwise specified in the text.
6.2.1.4.Clause 6.3.2., where the fuel tank need only be filled to at least 75 per cent of capacity.
6.2.1.5.Clause 6.3.4., where outriggers may be used for vehicles with a Static Stability Factor (SSF) > 1.25.
6.2.1.6.Clause 7.10.2., where the vehicle test speed need not be achieved within 30 seconds of starting the engine and more than one brake application may be made.
6.3.The technical requirements adopted by the United Nations – Economic Commission for Europe (UNECE) Regulation No. 13 – UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES OF CATEGORIES M, N AND O WITH REGARD TO BRAKING, incorporating the 11 series of amendments, Annex 21, for vehicles equipped with a stability function which includes roll-over control and directional control shall be deemed to be equivalent to the technical requirements of Appendix A, Annex 9, Part A of this standard for Electronic Stability Control for vehicles with a mass in running order > 1,735 kg.
APPENDIX A
Agreement
Concerning the adoption of uniform technical prescriptions
for wheeled vehicles, equipment and parts which can be fitted
and/or be used on wheeled vehicles and the conditions for reciprocal recognition of approvals granted on the basis of these prescriptions** Former title of the Agreement: Agreement Concerning the Adoption of Uniform Conditions of Approval and Reciprocal Recognition of Approval for Motor Vehicle Equipment and Parts, done at Geneva on 20 March 1958.
(Revision 2, including the amendments which entered into force on 16 October 1995)
_________
Addendum 12-H: Regulation No. 13-H
Revision 2
Incorporating all valid text up to:
Supplement 6 to the original version of the Regulation - Date of entry into force: 15 October 2008
Corrigendum 1 to Revision 1 of the Regulation - Date of entry into force: 24 June 2009
Supplement 7 to the original version of the Regulation - Date of entry into force: 22 July 2009
Corrigendum 1 to Supplement 7 to the original version of the Regulation - Date of entry into force: 22 July 2009
Supplement 8 to the original version of the Regulation - Date of entry into force: 24 October 2009
Supplement 9 to the original version of the Regulation - Date of entry into force: 17 March 2010
Supplement 10 to the original version of the Regulation - Date of entry into force: 9 December 2010
Supplement 11 to the original version of the Regulation - Date of entry into force: 30 January 2011
Corrigendum 1 to Supplement 9 to the original version of the Regulation - Date of entry into force: 22 June 2011
and incorporating by the Department of Infrastructure and Regional Development:
Supplement 12 to the original version of the Regulation - Date of entry into force: 28 October 2011
Corrigendum 1 to Revision 2 of the Regulation – Date of entry into force: 16 November 2011
Corrigendum 2 to Revision 2 of the Regulation - Date of entry into force: 14 March 2012
Supplement 13 to the original version of the Regulation - Date of entry into force: 13 April 2012
Supplement 14 to the original version of the Regulation - Date of entry into force: 27 January 2013
Uniform provisions concerning the approval of passenger cars with regard to braking
___________
UNITED NATIONS
Regulation No. 13-H
Uniform provisions concerning the approval of passenger cars with regard to braking
Contents
Page
Regulation
1. Scope............................................................................................................................................................................... 5
2. Definitions...................................................................................................................................................................... 5
3. Application for approval............................................................................................................................................. 9
4. Approval ............. 9
5. Specifications.............................................................................................................................................................. 11
6. Tests................................................................................................................................................................................... 23
7. Modification of vehicle type or braking system and extension of approval.................................................. 23
8. Conformity of production........................................................................................................................................ 24
9. Penalties for non-conformity of production.......................................................................................................... 24
10. Production definitely discontinued.......................................................................................................................... 24
11. Names and addresses of Technical Services responsible for conducting approval tests,
and of Administrative Departments....................................................................................................................... 24
12. Transitional provisions.............................................................................................................................................. 24
Annexes
1 Communication concerning the approval or extension or refusal or withdrawal of approval or
production definitely discontinued of a vehicle type with regard to braking pursuant to
Regulation No. 13-H.................................................................................................................................................. 26
Appendix - List of vehicle data for the purpose of regulation No. 90 approvals........................................... 29
2 Arrangements of approval marks........................................................................................................................... 30
3 Braking tests and performance of braking systems............................................................................................. 31
Appendix - Procedure for monitoring the state of battery change.................................................................... 39
4 Provisions relating to energy sources and energy storage devices (energy accumulators)............................ 40
5 Distribution of braking among the axles of vehicles............................................................................................ 42
Appendix 1 - Wheel-lock sequence test procedure............................................................................................... 46
Appendix 2 - Torque wheel test procedure................................................................................................. .......... 48
6 Test requirements for vehicles fitted with anti-lock systems.............................................................................. 51
Appendix 1 - Symbols and definitions................................................................................................................... 57
Appendix 2 - Utilisation of adhesion...................................................................................................................... 59
Appendix 3 - Performance on differing adhesion surfaces................................................................................ 62
Appendix 4 - Method of selection of the low adhesion surface........................................................................ 63
7 Inertia dynamometer test method for brake linings............................................................................................ 64
8 Special requirements to be applied to the safety aspects of complex electronic vehicle
control systems........................................................................................................................................................... 67
9 Electronic stability control systems and brake assist systems............................................................................ 72
Appendix 1 - Use of the dynamic stability simulation........................................................................................ 88
Appendix 2 - Dynamic stability simulation tool and its validation................................................................... 89
Appendix 3 - Vehicle stability function simulation tool test report................................................................... 91
Appendix 4 - Method for determination of FABS and aABS............................................................................ 92
Appendix 5 - Data processing for the BAS ................................................................................................ .......... 94
1. Scope
1.1. This Regulation applies to the braking of vehicles of categories M1 and N1 [1].
[1] This Regulation offers an alternative set of requirements for category N1 vehicles to those contained in Regulation No. 13. Contracting Parties that apply both Regulation No. 13 and this Regulation recognize approvals to either Regulation as equally valid. M1 and N1 categories of vehicles are defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3.), document ECE/TRANS/WP.29/78/Rev.2, para. 2
1.2 This Regulation does not cover:
1.2.1. Vehicles with a design speed not exceeding 25 km/h;
1.2.2. Vehicles fitted for invalid drivers.
2. Definitions
For the purposes of this Regulation,
2.1. "Approval of a vehicle" means the approval of a vehicle type with regard to braking.
2.2. "Vehicle type" means a category of vehicles which do not differ in such essential respects as:
2.2.1. The maximum mass, as defined in paragraph 2.11. below;
2.2.2. The distribution of mass among the axles;
2.2.3. The maximum design speed;
2.2.4. A different type of braking equipment, with more particular reference to the presence or otherwise of equipment for braking a trailer or any presence of electric braking system;
2.2.5. The engine type;
2.2.6. The number and ratios of gears;
2.2.7. The final drive ratios;
2.2.8. The tyre dimensions.
2.3. "Braking equipment" means the combination of parts whose function is progressively to reduce the speed of a moving vehicle or bring it to a halt, or to keep it stationary if it is already halted; these functions are specified in paragraph 5.1.2. below. The equipment consists of the control, the transmission, and the brake proper.
2.4. "Control" means the part actuated directly by the driver to furnish to the transmission the energy required for braking or controlling it. This energy may be the muscular energy of the driver, or energy from another source controlled by the driver, or a combination of these various kinds of energy.
2.5. "Transmission" means the combination of components comprised between the control and the brake and linking them functionally. The transmission may be mechanical, hydraulic, pneumatic, electric or mixed. Where the braking power is derived from or assisted by a source of energy independent of the driver, the reserve of energy in the system is likewise part of the transmission.
The transmission is divided into two independent functions: the control transmission and the energy transmission. Whenever the term "transmission" is used alone in this Regulation, it means both the "control transmission" and the "energy transmission":
2.5.1. "Control transmission" means the combination of the components of the transmission which control the operation of the brakes, including the control function and the necessary reserve(s) of energy;
2.5.2. "Energy transmission" means the combination of the components which supply to the brakes the necessary energy for their function, including the reserve(s) of energy necessary for the operation of the brakes.
2.6. "Brake" means the part in which the forces opposing the movement of the vehicle develop. It may be a friction brake (when the forces are generated by friction between two parts of the vehicle moving relatively to one another); an electrical brake (when the forces are generated by electro-magnetic action between two parts of the vehicle moving relatively to but not in contact with one another); a fluid brake (when the forces are generated by the action of a fluid situated between two parts of the vehicle moving relatively to one another); or an engine brake (when the forces are derived from an artificial increase in the braking action, transmitted to the wheels, of the engine).
2.7. "Different types of braking equipment" means equipment which differ in such essential respects as:
2.7.1. Components having different characteristics;
2.7.2. A component made of materials having different characteristics, or a component differing in shape or size;
2.7.3. A different assembly of the components.
2.8. "Component of the braking equipment" means one of the individual parts which, when assembled, constitutes the braking equipment.
2.9. "Progressive and graduated braking" means braking during which, within the normal operating range of the device, and during actuation of the brakes (see paragraph 2.16. below):
2.9.1. The driver can at any moment increase or decrease the braking force by acting on the control;
2.9.2. The braking force varies proportionally as the action on the control (monotonic function);
2.9.3. The braking force can be easily regulated with sufficient precision.
2.10. "Laden vehicle" means, except where otherwise stated, a vehicle so laden as to attain its "maximum mass".
2.11. "Maximum mass" means the maximum mass stated by the vehicle manufacturer to be technically permissible (this mass may be higher than the "permissible maximum mass" laid down by the national administration).
2.12. "The distribution of mass among the axles" means the distribution of the effect of the gravity on the mass of the vehicle and/or its contents among the axles.
2.13. "Wheel/axle load" means the vertical static reaction (force) of the road surface in the contact area on the wheel/wheels of the axle.
2.14. "Maximum stationary wheel/axle load" means the stationary wheel/axle load achieved under the condition of the laden vehicle.
2.15. "Hydraulic braking equipment with stored energy" means a braking equipment where energy is supplied by a hydraulic fluid under pressure, stored in one or more accumulator(s) fed from one or more pressure pump(s), each fitted with a means of limiting the pressure to a maximum value. This value shall be specified by the manufacturer.
2.16. "Actuation" means both application and release of the control.
2.17. "Electric regenerative braking" means a braking system which, during deceleration, provides for the conversion of vehicle kinetic energy into electrical energy.
2.17.1. "Electric regenerative braking control" means a device which modulates the action of the electric regenerative braking system;
2.17.2. "Electric regenerative braking system of category A" means an electric regenerative braking system which is not part of the service braking system;
2.17.3. "Electric regenerative braking system of category B" means an electric regenerative braking system which is part of the service braking system;
2.17.4. "Electric state of charge" means the instantaneous ratio of electric quantity of energy stored in the traction battery relative to the maximum quantity of electric energy which could be stored in this battery;
2.17.5. "Traction battery" means an assembly of accumulators constituting the storage of energy used for powering the traction motor(s) of the vehicle.
2.18. "Phased braking" is a means which may be used where two or more sources of braking are operated from a common control, whereby one source may be given priority by phasing back the other source(s) so as to make increased control movement necessary before they begin to be brought into operation.
2.19. "Nominal value" definitions for braking reference performance are required to put a value on the transfer function of the braking system, relating output to input for vehicles individually.
2.19.1. "Nominal value" is defined as the characteristic which can be demonstrated at type approval and which relates the braking rate of the vehicle on its own to the level of the braking input variable.
2.20. "Automatically commanded braking" means a function within a complex electronic control system where actuation of the braking system(s) or brakes of certain axles is made for the purpose of generating vehicle retardation with or without a direct action of the driver, resulting from the automatic evaluation of on-board initiated information.
2.21. "Selective braking" means a function within a complex electronic control system where actuation of individual brakes is made by automatic means in which vehicle retardation is secondary to vehicle behaviour modification.
2.22. "Braking signal": logic signal indicating brake activation as specified in paragraph 5.2.22.
2.23. "Emergency braking signal": logic signal indicating emergency braking as specified in paragraph 5.2.23.
2.24. "Ackerman steer angle" means the angle whose tangent is the wheelbase divided by the radius of the turn at a very low speed.
2.25. "Electronic Stability Control System" or "ESC System" means a system that has all of the following attributes:
2.25.1. That improves vehicle directional stability by at least having the ability to automatically control individually the braking torques of the left and right wheels on each axle[2] to induce a correcting yaw moment based on the evaluation of actual vehicle behaviour in comparison with a determination of vehicle behaviour demanded by the driver;
[2] An axle group shall be treated as a single axle and dual wheels shall be treated as a single wheel.
2.25.2. That is computer controlled with the computer using a closed-loop algorithm to limit vehicle oversteer and to limit vehicle understeer based on the evaluation of actual vehicle behaviour in comparison with a determination of vehicle behaviour demanded by the driver;
2.25.3. That has a means to determine directly the value of the vehicle's yaw rate and to estimate its side-slip or side-slip derivative with respect to time;
2.25.4. That has a means to monitor driver steering inputs; and
2.25.5. That has an algorithm to determine the need, and a means to modify propulsion torque, as necessary, to assist the driver in maintaining control of the vehicle.
2.26. "Lateral acceleration" means the component of the acceleration vector of a point in the vehicle perpendicular to the vehicle x axis (longitudinal) and parallel to the road plane.
2.27. "Oversteer" means a condition in which the vehicle's yaw rate is greater than the yaw rate that would occur at the vehicle's speed as a result of the Ackerman steer angle.
2.28. "Side-slip or side-slip angle" means the arctangent of the ratio of the lateral velocity to the longitudinal velocity of the centre of gravity of the vehicle.
2.29. "Understeer" means a condition in which the vehicle's yaw rate is less than the yaw rate that would occur at the vehicle's speed as a result of the Ackerman steer angle.
2.30. "Yaw rate" means the rate of change of the vehicle's heading angle measured in degrees/second of rotation about a vertical axis through the vehicle's centre of gravity.
2.31. "Peak braking coefficient (PBC)": means the measure of tyre to road surface friction based on the maximum deceleration of a rolling tyre.
2.32. "Common space" means an area on which more than one tell-tale, indicator, identification symbol, or other message may be displayed but not simultaneously.
2.33. "Static stability factor" means one-half the track width of a vehicle divided by the height of its center of gravity, also expressed as SSF = T/2H, where: T = track width (for vehicles with more than one track width the average is used; for axles with dual wheels, the outer wheels are used when calculating "T") and H = height of the center of gravity of the vehicle.
2.34. "Brake Assist System (BAS)" means a function of the braking system that deduces an emergency braking event from a characteristic of the driver's brake demand and, under such conditions:
(a) Assists the driver to deliver the maximum achievable braking rate; or
(b) Is sufficient to cause full cycling of the Anti-lock Braking System.
2.34.1. "Category A Brake Assist System" means a system which detects an emergency braking condition based primarily[3] on the brake pedal force applied by the driver;
[3] As declared by the vehicle manufacturer.
2.34.2. "Category B Brake Assist System" means a system which detects an emergency braking condition based primarily3 on the brake pedal speed applied by the driver;
2.35. "Identification Code" identifies the brake discs or brake drums covered by the braking system approval according to this regulation. It contains at least the manufacturer's trade name or trademark and an identification number.
3. Application for approval
3.1. The application for approval of a vehicle type with regard to braking shall be submitted by the vehicle manufacturer or by his duly accredited representative.
3.2. It shall be accompanied by the under-mentioned documents in triplicate and by the following particulars:
3.2.1. A description of the vehicle type with regard to the items specified in paragraph 2.2. above. The numbers and/or symbols identifying the vehicle type and the engine type shall be specified;
3.2.2. A list of the components, duly identified, constituting the braking equipment;
3.2.3. A diagram of assembled braking equipment and an indication of the position of its components on the vehicle;
3.2.4. Detailed drawings of each component to enable it to be easily located and identified.
3.3. A vehicle, representative of the vehicle type to be approved, shall be submitted to the Technical Service conducting the approval tests.
4. Approval
4.1. If the vehicle type submitted for approval pursuant to this Regulation meets the requirements of paragraphs 5. and 6. below, approval of that vehicle type shall be granted.
4.2. An approval number shall be assigned to each type approved, its first two digits shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party shall not assign the same number to the same vehicle type equipped with another type of braking equipment, or to another vehicle type.
4.3. Notice of approval or of refusal of approval of a vehicle type pursuant to this Regulation shall be communicated to the Parties to the Agreement which apply this Regulation by means of a form conforming to the model in Annex 1 to this Regulation and of a summary of the information contained in the documents referred to in paragraphs 3.2.1. to 3.2.4. above, the drawings supplied by the applicant for approval being in a format not exceeding A4 (210 x 297 mm), or folded to that format, and on an appropriate scale.
4.4. There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation, an international approval mark consisting of:
4.4.1. A circle surrounding the letter "E" followed by the distinguishing number of the country which has granted approval[4], and of
[4] The distinguish numbers of the Contracting Parties to the 1958 Agreement are reproduced in
4.4.2. The number of this Regulation, followed by the letter "R", a dash and the approval number to the right of the circle prescribed in paragraph 4.4.1. above.
4.4.3. In the case of a vehicle complying with the Electronic Stability Control and Brake Assist System requirements of Annex 9 to this Regulation, the additional letters "ESC" shall be placed immediately to the right of the letter 'R' mentioned in paragraph 4.4.2.
4.4.4. In the case of vehicles complying with the Vehicle Stability Function requirements of Annex 21 to Regulation No. 13 and the Brake Assist System requirements of Annex 9 to this Regulation, the additional letters "VSF" shall be placed immediately to the right of the letter 'R' mentioned in paragraph 4.4.2.
4.5. If the vehicle conforms to a vehicle type approved under one or more other Regulations, annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.4.1. above, need not be repeated; in such a case, the Regulation and approval numbers and the additional symbols of all the regulations under which approval has been granted in the country which has granted approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.1. above.
4.6. The approval mark shall be clearly legible and be indelible.
4.7. The approval mark shall be placed close to or on the vehicle data plate.
4.8. Annex 2 to this Regulation gives examples of arrangements of approval marks.
5. Specifications
5.1. General
5.1.1. Braking equipment
5.1.1.1. The braking equipment shall be so designed, constructed and fitted as to enable the vehicle in normal use, despite the vibration to which it may be subjected, to comply with the provisions of this Regulation.
5.1.1.2. In particular, the braking equipment shall be so designed, constructed and fitted as to be able to resist the corroding and ageing phenomena to which it is exposed.
5.1.1.3. Brake linings shall not contain asbestos.
5.1.1.4. The effectiveness of the braking equipment shall not be adversely affected by magnetic or electrical fields. (This shall be demonstrated by compliance with Regulation No. 10, 02 series of amendments.)
5.1.1.5. A failure detection signal may interrupt momentarily (< 10 ms) the demand signal in the control transmission, provided that the braking performance is thereby not reduced.
5.1.2. Functions of the braking equipment
The braking equipment defined in paragraph 2.3. must fulfil the following functions:
5.1.2.1. Service braking system
The service braking system must make it possible to control the movement of the vehicle and to halt it safely, speedily and effectively, whatever its speed and load, on any up or down gradient. It must be possible to graduate this braking action. The driver must be able to achieve this braking action from his driving seat without removing his hands from the steering control.
5.1.2.2. Secondary braking system
The secondary braking system must make it possible by application of the service brake control to halt the vehicle within a reasonable distance in the event of failure of the service braking system. It must be possible to graduate this braking action. The driver must be able to obtain this braking action from his driving seat without removing his hands from the steering control. For the purposes of these provisions it is assumed that not more than one failure of the service braking system can occur at one time.
5.1.2.3. Parking braking system
The parking braking system must make it possible to hold the vehicle stationary on an up or down gradient even in the absence of the driver, the working parts being then held in the locked position by a purely mechanical device. The driver must be able to achieve this braking action from his driving seat.
5.1.3. The requirements of Annex 8 shall be applied to the safety aspects of all complex electronic vehicle control systems which provide or form part of the control transmission of the braking function included those which utilize the braking system(s) for automatically commanded braking or selective braking.
However, systems or functions, which use the braking system as the means of achieving a higher level objective, are subject to Annex 8 only insofar as they have a direct effect on the braking system. If such systems are provided, they must not be deactivated during type approval testing of the braking system.
5.1.4. Provisions for the periodic technical inspection of braking systems
5.1.4.1. It shall be possible to assess the wear condition of the components of the service brake that are subject to wear e.g. friction linings and drums/discs (in the case of drums or discs, wear assessment may not necessarily be carried out at the time of periodic technical inspection). The method by which this may be realized is defined in paragraphs 5.2.11.2. of this Regulation.
5.1.4.2. It shall be possible to verify, in a frequent and simple way, the correct operational status of those complex electronic systems which have control over braking. If special information is needed, this shall be made freely available.
5.1.4.2.1. Where the operational status is indicated to the driver by warning signals, as specified in this Regulation, it shall be possible at a periodic technical inspection to confirm the correct operational status by visual observation of the warning signals following a power-on.
5.1.4.2.2. At the time of type approval, the means implemented to protect against simple unauthorized modification of the operation to the verification means chosen by the manufacturer (e.g. warning signal) shall be confidentially outlined. Alternatively, this protection requirement is fulfilled when a secondary means of checking the correct operational status is available.
5.1.4.3. It shall be possible to generate maximum braking forces under static conditions on a rolling road or roller brake tester.
5.2. Characteristics of braking systems
5.2.1. The set of braking systems with which a vehicle is equipped must satisfy the requirements laid down for service, secondary and parking braking systems.
5.2.2. The systems providing service, secondary and parking braking may have common components so long as they fulfil the following conditions:
5.2.2.1. There must be at least two controls, independent of each other and readily accessible to the driver from his normal driving position. Every brake control shall be designed such that it returns to the fully off position when released. This requirement shall not apply to a parking brake control when it is mechanically locked in an applied position;
5.2.2.2. The control of the service braking system must be independent of the control of the parking braking system;
5.2.2.3. The effectiveness of the linkage between the control of the service braking system and the different components of the transmission systems must not be liable to diminish after a certain period of use;
5.2.2.4. The parking braking system must be so designed that it can be actuated when the vehicle is in motion. This requirement may be met by the actuation of the vehicle's service braking system, even partially, by means of an auxiliary control;
5.2.2.5. Without prejudice to the requirements of paragraph 5.1.2.3. of this Regulation, the service braking system and the parking braking system may use common components in their transmission(s), provided that in the event of a failure in any part of the transmission(s) the requirements for secondary braking are still ensured;
5.2.2.6. In the event of breakage of any component other than the brakes (as defined in paragraph 2.6. above) and the components referred to in paragraph 5.2.2.10. below, or of any other failure of the service braking system (malfunction, partial or total exhaustion of an energy reserve), that part of the service braking system which is not affected by the failure, must be able to bring the vehicle to a halt in the conditions prescribed for secondary braking;
5.2.2.7. If service braking is ensured by the action of the driver's muscular energy assisted by one or more energy reserves, secondary braking must, in the event of failure of that assistance, be capable of being ensured by the driver's muscular energy assisted by the energy reserves, if any, which are unaffected by the failure, the force applied to the service brake control not exceeding the prescribed maximum;
5.2.2.8. If the service braking force and transmission depend exclusively on the use, controlled by the driver, of an energy reserve, there must be at least two completely independent energy reserves, each provided with its own transmission, likewise independent; each of them may act on the brakes of only two or more wheels so selected as to be capable of ensuring by themselves the prescribed degree of secondary braking without endangering the stability of the vehicle during braking; in addition, each of the aforesaid energy reserves must be equipped with a warning device as defined in paragraph 5.2.14. below;
5.2.2.9. If the service braking force and transmission depend exclusively on the use of an energy reserve, one energy reserve for the transmission is deemed to be sufficient, provided that the prescribed secondary braking is ensured by the action of the driver's muscular energy acting on the service brake control and the requirements of paragraph 5.2.5. are met;
5.2.2.10. Certain parts, such as the pedal and its bearing, the master cylinder and its piston or pistons, the control valve, the linkage between the pedal and the master cylinder or the control valve, the brake cylinders and their pistons, and the lever-and-cam assemblies of brakes, shall not be regarded as liable to breakage if they are amply dimensioned, are readily accessible for maintenance, and exhibit safety features at least equal to those prescribed for other essential components (such as the steering linkage) of the vehicle. Any such part as aforesaid whose failure would make it impossible to brake the vehicle with a degree of effectiveness at least equal to that prescribed for secondary braking must be made of metal or of a material with equivalent characteristics and must not undergo notable distortion in normal operation of the braking systems.
5.2.3. The failure of a part of a hydraulic transmission system shall be signalled to the driver by a device comprising a red tell-tale signal lighting up before or upon application of a differential pressure of not more than 15.5 bar between the active and failed brake equipment, measured at the master cylinder outlet and remaining lit as long as the failure persists and the ignition (start) switch is in the "On" (run) position. However, a device comprising a red tell-tale signal lighting up when the fluid in the reservoir is below a certain level specified by the manufacturer is permitted. The tell-tale signal must be visible even by daylight; the satisfactory condition of the signal must be easily verifiable by the driver from the driver's seat. The failure of a component of the device must not entail total loss of the braking equipment's effectiveness. Application of the parking brake must also be indicated to the driver. The same tell-tale signal may be used.
5.2.4. Where use is made of energy other than the muscular energy of the driver, there need not be more than one source of such energy (hydraulic pump, air compressor, etc.), but the means by which the device constituting that source is driven must be as safe as practicable.
5.2.4.1. In the event of failure in any part of the transmission of a braking system, the feed to the part not affected by the failure must continue to be ensured if required for the purpose of halting the vehicle with the degree of effectiveness prescribed for secondary braking. This condition must be met by means of devices which can easily be actuated when the vehicle is stationary, or by automatic means.
5.2.4.2. Furthermore, storage devices located down-circuit of this device must be such that in the case of a failure in the energy supply after four full-stroke actuations of the service brake control, under the conditions prescribed in paragraph 1.2. of Annex 4 to this Regulation, it is still possible to halt the vehicle at the fifth application, with the degree of effectiveness prescribed for secondary braking.
5.2.4.3. However, for hydraulic braking systems with stored energy, these provisions can be considered to be met provided that the requirements of paragraph 1.3. of Annex 4 to this Regulation, are satisfied.
5.2.5. The requirements of paragraphs 5.2.2., 5.2.3. and 5.2.4. above must be met without the use of any automatic device of a kind such that its ineffectiveness might pass unnoticed through the fact that parts normally in a position of rest come into action only in the event of failure in the braking system.
5.2.6. The service braking system shall act on all wheels of the vehicle and shall distribute its action appropriately among the axles.
5.2.7. In the case of vehicles equipped with electric regenerative braking systems of category B, the braking input from other sources of braking, may be suitably phased to allow the electric regenerative braking system alone to be applied, provided that both the following conditions are met:
5.2.7.1. Intrinsic variations in the torque output of the electrical regenerative braking system (e.g. as a result of changes in the electric state of charge in the traction batteries) are automatically compensated by appropriate variation in the phasing relationship as long as the requirements[5] of one of the following annexes to this Regulation are satisfied:
[5] The Authority, which is to grant approval, shall have the right to check the service braking system by additional vehicle test procedures.
Annex 3, paragraph 1.3.2., or
Annex 6, section 5.3. (including the case with the electric motor engaged), and
Wherever necessary, to ensure that braking rate 3/ remains related to the driver's braking demand, having regard to the available tyre/road adhesion, braking shall automatically be caused to act on all wheels of the vehicle.
5.2.8. The action of the service braking system shall be distributed between the wheels of one and the same axle symmetrically in relation to the longitudinal median plane of the vehicle.
Compensation and functions, such as anti-lock, which may cause deviations from this symmetrical distribution shall be declared.
5.2.8.1. Compensation by the electric control transmission for deterioration or defect within the braking system shall be indicated to the driver by means of the yellow warning signal specified in paragraph 5.2.21.1.2. below. This requirement shall apply for all conditions of loading when compensation exceeds the following limits:
5.2.8.1.1. A difference in transverse braking pressures on any axle:
(a) Of 25 per cent of the higher value for vehicle decelerations ³ 2 m/sec2,
(b) A value corresponding to 25 per cent at 2 m/sec2 for decelerations below this rate.
5.2.8.1.2. An individual compensating value on any axle:
(a) > 50 per cent of the nominal value for vehicle decelerations ³ 2 m/sec2,
(b) A value corresponding to 50 per cent of the nominal value at 2 m/sec2 for decelerations below this rate.
5.2.8.2. Compensation as defined above, is permitted only when the initial brake application is made at vehicle speeds greater than 10 km/h.
5.2.9. Malfunctions of the electric control transmission shall not apply the brakes contrary to the driver's intentions.
5.2.10. The service, secondary and parking braking systems must act on braking surfaces connected to the wheels through components of adequate strength.
Where braking torque for a particular axle or axles is provided by both a friction braking system and an electrical regenerative braking system of category B, disconnection of the latter source is permitted, providing that the friction braking source remains permanently connected and able to provide the compensation referred to in paragraph 5.2.7.1.
However, in the case of short disconnection transients, incomplete compensation is accepted, but within 1s, this compensation shall have attained at least 75 per cent of its final value.
Nevertheless, in all cases, the permanently connected friction braking source shall ensure that both the service and secondary braking systems continue to operate with the prescribed degree of effectiveness.
Disconnection of the braking surfaces of the parking braking system shall be permitted only on condition that the disconnection is controlled exclusively by the driver from his driving seat, by a system incapable of being brought into action by a leak.
5.2.11. Wear of the brakes must be capable of being easily taken up by means of a system of manual or automatic adjustment. In addition, the control and the components of the transmission and of the brakes must possess a reserve of travel and, if necessary, suitable means of compensation such that, when the brakes become heated, or the brake linings have reached a certain degree of wear, effective braking is ensured without immediate adjustment being necessary.
5.2.11.1. Wear adjustment shall be automatic for the service brakes. Automatic wear adjustment devices shall be such that after heating followed by cooling of the brakes, effective braking is still ensured. In particular the vehicle shall remain capable of normal running after the tests conducted in accordance with Annex 3, paragraph 1.5. (Type-I test).
5.2.11.2. Checking the wear of the service brake friction components
5.2.11.2.1. It shall be possible to easily assess this wear on service brake linings from the outside or underside of the vehicle, without the removal of the wheels, by the provision of appropriate inspection holes or by some other means. This may be achieved by utilizing simple standard workshop tools or common inspection equipment for vehicles.
Alternatively, a sensing device per wheel (twin wheels are considered as a single wheel), which will warn the driver at his driving position when lining replacement is necessary, is acceptable. In the case of an optical warning, the yellow warning signal specified in paragraph 5.2.21.1.2. below may be used.
5.2.11.2.2. Assessment of the wear condition of the friction surfaces of brake discs or drums may only be performed by direct measurement of the actual component or examination of any brake disc or drum wear indicators, which may necessitate some level of disassembly. Therefore, at the time of type approval, the vehicle manufacturer shall define the following:
(a) The method by which wear of the friction surfaces of drums and discs may be assessed, including the level of disassembly required and the tools and process required to achieve this.
(b) Information defining the maximum acceptable wear limit at the point at which replacement becomes necessary.
This information shall be made freely available, e.g. vehicle handbook or electronic data record.
5.2.12. In hydraulic-transmission braking systems, the filling ports of the fluid reservoirs must be readily accessible; in addition, the receptacles containing the reserve fluid must be so designed and constructed that the level of the reserve fluid can be easily checked without the receptacles having to be opened, and the minimum total reservoir capacity is equivalent to the fluid displacement resulting when all the wheel cylinders or calliper pistons serviced by the reservoirs move from a new lining, fully retracted position to a fully worn, fully applied position. If these latter conditions are not fulfilled, the red warning signal specified in paragraph 5.2.21.1.1. below shall draw the driver's attention to any fall in the level of reserve fluid liable to cause a failure of the braking system.
5.2.13. The type of fluid to be used in hydraulic transmission braking systems shall be identified by the symbol in accordance with figure 1 or 2 of Standard ISO 9128:2006 and the appropriate DOT marking (e.g. DOT 3). The symbol and the marking must be affixed in a visible position in indelible form within 100 mm of the filling ports of the fluid reservoirs; additional information may be provided by the manufacturer.
5.2.14. Warning device
5.2.14.1. Any vehicle fitted with a service brake actuated from an energy reservoir must, where the prescribed secondary braking performance cannot be obtained by means of this brake without the use of the stored energy, be provided with a warning device, giving an optical or acoustic signal when the stored energy, in any part of the system, falls to a value at which without re-charging of the reservoir and irrespective of the load conditions of the vehicle, it is possible to apply the service brake control a fifth time after four full-stroke actuations and obtain the prescribed secondary braking performance (without faults in the service brake transmission device and with the brakes adjusted as closely as possible). This warning device must be directly and permanently connected to the circuit. When the engine is running under normal operating conditions and there are no faults in the braking system, as is the case in type approval tests, the warning device must give no signal except during the time required for charging the energy reservoir(s) after start-up of the engine. The red warning signal specified in paragraph 5.2.21.1.1. below shall be used as the optical warning signal.
5.2.14.2. However, in the case of vehicles which are only considered to comply with the requirements of paragraph 5.2.4.1. of this Regulation by virtue of meeting the requirements of paragraph 1.3. of Annex 4 to this Regulation, the warning device shall consist of an acoustic signal in addition to an optical signal. These devices need not operate simultaneously, provided that each of them meets the above requirements and the acoustic signal is not actuated before the optical signal. The red warning signal specified in paragraph 5.2.21.1.1. below shall be used as the optical warning signal.
5.2.14.3. This acoustic device may be rendered inoperative while the parking brake is applied and/or, at the choice of the manufacturer, in the case of automatic transmission the selector is in the "Park" position.
5.2.15. Without prejudice to the requirements of paragraph 5.1.2.3. above, where an auxiliary source of energy is essential to the functioning of a braking system, the reserve of energy must be such as to ensure that, if the engine stops or in the event of a failure of the means by which the energy source is driven, the braking performance remains adequate to bring the vehicle to a halt in the prescribed conditions. In addition, if the muscular effort applied by the driver to the parking braking system is reinforced by a servo device, the actuation of parking braking must be ensured in the event of a failure of the servo device, if necessary by using a reserve of energy independent of that normally supplying the servo device. This reserve of energy may be that intended for the service braking system.
5.2.16. The pneumatic/hydraulic auxiliary equipment must be supplied with energy in such a way that during its operation the prescribed deceleration values can be reached and that even in the event of damage to the source of energy the operation of the auxiliary equipment cannot cause the reserves of energy feeding the braking systems to fall below the level indicated in paragraph 5.2.14. above.
5.2.17. In the case of a motor vehicle equipped to tow a trailer with electric service brakes, the following requirements shall be met:
5.2.17.1. The power supply (generator and battery) of the motor vehicle shall have a sufficient capacity to provide the current for an electric braking system. With the engine running at the idling speed recommended by the manufacturer and all electrical devices supplied by the manufacturer as standard equipment of the vehicle switched on, the voltage in the electrical lines shall at maximum current consumption of the electrical braking system (15 A) not fall below the value of 9.6 V measured at the connection. The electrical lines shall not be capable of short circuiting even when overloaded;
5.2.17.2. In the event of a failure in the motor vehicle's service braking system, where that system consists of at least two independent units, the unit or units not affected by the failure shall be capable of partially or fully actuating the brakes of the trailer;
5.2.17.3. The use of the stop-lamp switch and circuit for actuating the electrical braking system is permissible only if the actuating line is connected in parallel with the stop-lamp and the existing stop-lamp switch and circuit are capable of taking the extra load.
5.2.18. Additional requirements for vehicles equipped with electric regenerative braking systems.
5.2.18.1. Vehicles fitted with an electric regenerative braking system of category A.
5.2.18.1.1. The electric regenerative braking shall only be activated by the accelerator control and/or the gear neutral position.
5.2.18.2. Vehicles fitted with an electric regenerative braking system of category B.
5.2.18.2.1. It must not be possible to disconnect, partially or totally, one part of the service braking system other than by automatic means. This should not be construed as a departure from the requirements of paragraph 5.2.10.;
5.2.18.2.2. The service braking system must have only one control device;
5.2.18.2.3. The service braking system must not be adversely affected by the disengagement of the motor(s) or by the gear ratio used;
5.2.18.2.4. If the operation of the electric component of braking is ensured by a relation established between information coming from the control of the service brake and the braking force to the wheels which of it results, a failure of this relation leading to the non-respect of the prescriptions of distribution of braking among the axles (Annex 5 or 6, which is applicable) must be warned to the driver by an optical warning signal at the latest when the control is actuated and having to remain lit as long as this defect exists and that the switch of "contact" is in the position "Go".
5.2.18.3. For vehicles fitted with an electric regenerative braking system of either category, all the relevant prescriptions shall apply except paragraph 5.2.18.1.1. above. In this case, the electric regenerative braking may be actuated by the accelerator control and/or the gear neutral position. Additionally, the action on the service braking control must not reduce the above braking effect generated by the release of the accelerator control.
5.2.18.4. The operation of the electric braking must not be adversely affected by magnetic or electric fields.
5.2.18.5. For vehicles equipped with an anti-lock device, the anti-lock device must control the electric braking system.
5.2.18.6. The state of charge of the traction batteries is determined by the method set out in Appendix 1 to Annex 3 to this Regulation[6].
[6] By agreement with the Technical Service, state of charge assessment will not be required for vehicles, which have an on-board energy source for charging the traction batteries and the means for regulating their state of charge.
5.2.19. Special additional requirements for the electric transmission of the parking braking system:
5.2.19.1. In the case of a failure within the electric transmission, any unintended actuation of the parking braking system shall be prevented;
5.2.19.2. In the case of an electrical failure in the control or a break in the wiring within the electric control transmission between the control and the ECU directly connected with it, excluding the energy supply, it shall remain possible to apply the parking braking system from the driver's seat and thereby be capable of holding the laden vehicle stationary on an 8 per cent up or down gradient. Alternatively, in this case, an automatic actuation of the parking brake is allowed when the vehicle is stationary, provided that the above performance is achieved and, once applied, the parking brake remains engaged independently of the status of the ignition (start) switch. In this alternative, the parking brake shall be automatically released as soon as the driver starts to set the vehicle in motion again. The engine/manual transmission or the automatic transmission (park position) may be used to achieve or assist in achieving the above performance.
5.2.19.2.1. A break in the wiring within the electrical transmission, or an electrical failure in the control of the parking braking system shall be signalled to the driver by the yellow warning signal specified in paragraph 5.2.21.1.2. When caused by a break in the wiring within the electrical control transmission of the parking braking system, this yellow warning signal shall be signalled as soon as the break occurs.
In addition, such an electrical failure in the control or break in the wiring external to the electronic control unit(s) and excluding the energy supply shall be signalled to the driver by flashing the red warning signal specified in paragraph 5.2.21.1.1. as long as the ignition (start) switch is in the "On" (run) position including a period of not less than 10 seconds thereafter and the control is in the "On" (activated) position.
However, if the parking braking system detects correct clamping of the parking brake, the flashing of the red warning signal may be suppressed and the non-flashing red signal shall be used to indicate "parking brake applied".
Where actuation of the parking brake is normally indicated by a separate red warning signal, satisfying all the requirements of paragraph 5.2.21.2., this signal shall be used to satisfy the above requirement for a red signal.
5.2.19.3. Auxiliary equipment may be supplied with energy from the electric transmission of the parking braking system provided that the supply of energy is sufficient to allow the actuation of the parking braking system in addition to the vehicle electrical load under non-fault conditions. In addition, where the energy reserve is also used by the service braking system, the requirements of paragraph 5.2.20.6. shall apply.
5.2.19.4. After the ignition/start switch which controls the electrical energy for the braking equipment has been switched off and/or the key removed, it shall remain possible to apply the parking braking system, whereas releasing shall be prevented.
5.2.20. Special additional requirements for service braking systems with electric control transmission:
5.2.20.1. With the parking brake released, the service braking system shall be able to fulfil the following requirements:
(a) With the propulsion system on/off control in the ''On'' (''Run'') position, generate a static total braking force at least equivalent to that required by the Type-0 test for service braking performance as prescribed in paragraph 2.1. of Annex 3 to this Regulation,
(b) During the first 60 seconds after the propulsion system on/off control has been deactivated to the ''Off'' or ''Lock'' position and/or the ignition key has been removed, three brake applications shall generate a static total braking force at least equivalent to that required by the Type-0 test for service braking performance as prescribed in paragraph 2.1. of Annex 3 to this Regulation, and
(c) After the period mentioned above, or as from the fourth brake application within the 60 second period, whichever occurs first, generate a static total braking force at least equivalent to that required by the Type-0 test for secondary braking performance as prescribed in paragraph 2.2. of Annex 3 to this Regulation.
It should be understood that sufficient energy is available in the energy transmission of the service braking system.
5.2.20.2. In the case of a single temporary failure (< 40 ms) within the electric control transmission, excluding its energy supply, (e.g. non-transmitted signal or data error) there shall be no distinguishable effect on the service braking performance.
5.2.20.3. A failure within the electric control transmission[7], not including its energy reserve, that affects the function and performance of systems addressed in this Regulation shall be indicated to the driver by the red or yellow warning signal specified in paragraphs 5.2.21.1.1. and 5.2.21.1.2., respectively, as appropriate. When the prescribed service braking performance can no longer be achieved (red warning signal), failures resulting from a loss of electrical continuity (e.g. breakage, disconnection) shall be signalled to the driver as soon as they occur, and the prescribed secondary braking performance shall be fulfilled by operating the service braking control in accordance with paragraph 2.2. of Annex 3 to this Regulation.
[7] Until uniform test procedures have been agreed, the manufacturer shall provide the Technical Service with an analysis of potential failures within the control transmission and their effects. This information shall be subject to discussion and agreement between the Technical Service and the vehicle manufacturer.
5.2.20.4. In the event of a failure of the energy source of the electric control transmission, starting from the nominal value of the energy level, the full control range of the service braking system shall be guaranteed after twenty consecutive full stroke actuations of the service braking control. During the test, the braking control shall be fully applied for 20 seconds and released for 5 seconds on each actuation. It should be understood that during the above test sufficient energy is available in the energy transmission to ensure full actuation of the service braking system. This requirement shall not be construed as a departure from the requirements of Annex 4.
5.2.20.5. When the battery voltage falls below a value nominated by the manufacturer at which the prescribed service braking performance can no longer be guaranteed and/or which precludes at least two independent service braking circuits from each achieving the prescribed secondary braking performance, the red warning signal specified in paragraph 5.2.21.1.1. shall be activated. After the warning signal has been activated, it shall be possible to apply the service braking control and obtain at least the secondary performance prescribed in paragraph 2.2. of Annex 3 to this Regulation. It should be understood that sufficient energy is available in the energy transmission of the service braking system.
5.2.20.6. If auxiliary equipment is supplied with energy from the same reserve as the electric control transmission, it shall be ensured that, with the engine running at a speed not greater than 80 per cent of the maximum power speed, the supply of energy is sufficient to fulfil the prescribed deceleration values by either provision of an energy supply which is able to prevent discharge of this reserve when all auxiliary equipment is functioning or by automatically switching off pre-selected parts of the auxiliary equipment at a voltage above the critical level referred to in paragraph 5.2.20.5. of this Regulation such that further discharge of this reserve is prevented. Compliance may be demonstrated by calculation or by a practical test. This paragraph does not apply to vehicles where the prescribed deceleration values can be reached without the use of electrical energy.
5.2.20.7. If the auxiliary equipment is supplied with energy from the electric control transmission, the following requirements shall be fulfilled:
5.2.20.7.1. In the event of a failure in the energy source, whilst the vehicle is in motion, the energy in the reservoir shall be sufficient to actuate the brakes when the control is applied;
5.2.20.7.2. In the event of a failure in the energy source, whilst the vehicle is stationary and the parking braking system applied, the energy in the reservoir shall be sufficient to actuate the lights even when the brakes are applied.
5.2.21. The general requirements for optical warning signals whose function is to indicate to the driver certain specified failures (or defects) within the braking equipment of the motor vehicle, are set out in the following sub-paragraphs. Other than as described in paragraph 5.2.21.5. below, these signals shall be used exclusively for the purposes prescribed by this Regulation.
5.2.21.1. Motor vehicles shall be capable of providing optical brake failure and defect warning signals, as follows:
5.2.21.1.1. A red warning signal, indicating failures defined elsewhere in this Regulation within the vehicle braking equipment which preclude achievement of the prescribed service braking performance and/or which preclude the functioning of at least one of two independent service braking circuits;
5.2.21.1.2. Where applicable, a yellow warning signal indicating an electrically detected defect within the vehicle braking equipment, which is not indicated by the red warning signal described in paragraph 5.2.21.1.1. above.
5.2.21.2. The warning signals shall be visible, even by daylight; the satisfactory condition of the signals shall be easily verifiable by the driver from the driver's seat; the failure of a component of the warning devices shall not entail any loss of the braking system's performance.
5.2.21.3. Except where stated otherwise:
5.2.21.3.1. A specified failure or defect shall be signalled to the driver by the above-mentioned warning signal(s) not later than on actuation of the relevant braking control;
5.2.21.3.2. The warning signal(s) shall remain displayed as long as the failure/defect persists and the ignition (start) switch is in the "On" (run) position; and
5.2.21.3.3. The warning signal shall be constant (not flashing).
5.2.21.4. The warning signal(s) mentioned above shall light up when the electrical equipment of the vehicle (and the braking system) is energised. With the vehicle stationary, the braking system shall verify that none of the specified failures or defects are present before extinguishing the signals. Specified failures or defects which should activate the warning signals mentioned above, but which are not detected under static conditions, shall be stored upon detection and be displayed at start-up and at all times when the ignition (start) switch is in the "On" (run) position, as long as the failure or defect persists.
5.2.21.5. Non specified failures (or defects), or other information concerning the brakes and/or running gear of the power-driven vehicle, may be indicated by the yellow signal specified in paragraph 5.2.21.1.2. above, provided that all the following conditions are fulfilled:
5.2.21.5.1. The vehicle is stationary;
5.2.21.5.2. After the braking equipment is first energised and the signal has indicated that, following the procedures detailed in paragraph 5.2.21.4. above, no specified failures (or defects) have been identified; and
5.2.21.5.3. Non-specified faults or other information shall be indicated only by the flashing of the warning signal. However, the warning signal shall be extinguished by the time when the vehicle first exceeds 10 km/h.
5.2.22. Generation of a braking signal to illuminate stop lamps.
5.2.22.1. Activation of the service braking system by the driver shall generate a signal that will be used to illuminate the stop lamps.
5.2.22.2. Activation of the service braking system by "automatically commanded braking" shall generate the signal mentioned above. However, when the retardation generated is less than 0.7 m/s2, the signal may be suppressed[8].
[8]At the time of type approval, compliance with this requirement shall be confirmed by the vehicle manufacturer.
5.2.22.3. Activation of part of the service braking system by "selective braking" shall not generate the signal mentioned above[9].
[9] During a "selective braking" event, the function may change to "automatically commanded braking".
5.2.22.4. Electric regenerative braking systems as defined in paragraph 2.17., which produce a retarding force upon release of the accelerator control, shall generate the signal mentioned above according to the following provisions:
Vehicle decelerations Signal generation ≤ 0.7 m/s²
The signal shall not be generated
> 0.7 m/s² and ≤ 1.3 m/s²
The signal may be generated
> 1.3 m/s²
The signal shall be generated
In all cases the signal shall be de-activated at the latest when the deceleration has fallen below 0.7 m/s² 8.
5.2.23. When a vehicle is equipped with the means to indicate emergency braking, activation and de-activation of the emergency braking signal shall only be generated by the application of the service braking system when the following conditions are fulfilled8:
5.2.23.1. The signal shall not be activated when the vehicle deceleration is below 6 m/s² but it may be generated at any deceleration at or above this value, the actual value being defined by the vehicle manufacturer.
The signal shall be de-activated at the latest when the deceleration has fallen below 2.5 m/s².
5.2.23.2. The following conditions may also be used:
(a) The signal may be generated from a prediction of the vehicle deceleration resulting from the braking demand respecting the activation and de-activation thresholds defined in paragraph 5.2.23.1. above;
or
(b) The signal may be activated at a speed above 50 km/h when the antilock system is fully cycling (as defined in paragraph 2. of Annex 6).
The signal shall be deactivated when the antilock system is no longer fully cycling.
5.2.24. Subject to the requirements of paragraphs 12.1. to 12.2., any vehicle fitted with an ESC system complying with the definition of paragraph 2.25. shall meet the equipment, performance and test requirements contained in Part A of Annex 9 to this Regulation.
5.2.24.1. As an alternative to the requirement of paragraph 5.2.24., vehicles of categories M1 and N1 with a mass in running order > 1,735 kg may be equipped with a vehicle stability function which includes roll-over control and directional control and meets the technical requirements of Annex 21 to Regulation No. 13.
5.2.25. Power-driven vehicles of category M1 and N1 equipped with temporary-use spare wheels/tyres shall satisfy the relevant technical requirements of Annex 3 to Regulation No. 64.
6. Tests
Braking tests which the vehicles submitted for approval are required to undergo, and the braking performance required, are described in Annex 3 to this Regulation.
7. Modification of vehicle type or braking system and extension of approval
7.1. Every modification of the vehicle type or of its braking system shall be notified to the Administrative Department which approved the vehicle type. That department may then either:
7.1.1. consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case the vehicle still meets the requirements; or
7.1.2. require a further report from the Technical Service responsible for carrying out the tests.
7.2. Notice of confirmation, extension, or refusal of approval shall be communicated by the procedure specified in paragraph 4.3. above, to the Parties to the Agreement which apply this Regulation.
7.3. The Competent Authority issuing the extension of approval shall assign a series of numbers to each communication form drawn up for such an extension.
8. Conformity of production
The conformity of production procedures shall comply with those set out in the Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2) with the following requirements:
8.1. A vehicle approved to this Regulation shall be so manufactured as to conform to the type approved by meeting the requirements set forth in paragraph 5. above.
8.2. The authority which has granted type approval may at any time verify the conformity control methods applied in each production facility. The normal frequency of these verifications shall be once every two years.
9. Penalties for non-conformity of production
9.1. The approval granted in respect of a vehicle type pursuant to this Regulation may be withdrawn if the requirements laid down in paragraph 8.1. above are not complied with.
9.2. If a Contracting Party to the Agreement which applies this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation by means of a copy of the communication form conforming to the model in Annex 1 to this Regulation.
10. Production definitely discontinued
If the holder of the approval completely ceases to manufacture a type of vehicle approved in accordance with this Regulation, he shall so inform the authority which granted the approval. Upon receiving the relevant communication, that authority shall inform thereof the other Parties to the Agreement applying this Regulation by means of copies of a communication form conforming to the model in Annex 1 to this Regulation.
11. Names and addresses of the technical services conducting approval tests, and of administrative departments
The Parties to the Agreement applying this Regulation shall communicate to the United Nations secretariat the names and addresses of the Technical Services responsible for conducting approval tests and of the Administrative Departments which grant approval and to which forms, certifying approval or extension or refusal or withdrawal of approval, issued in other countries, are to be sent.
12. Transitional provisions
12.1. As from 1 November 2011, Contracting Parties applying this Regulation may refuse to grant national or regional type approval if the vehicle type does not meet the requirements of this Regulation as amended by Supplement 9 or Supplement 10 or Supplement 11 and is not fitted with an Electronic Stability Control System and a Brake Assist System, both meeting the requirements of Annex 9 to this Regulation.
12.2. As from 1 November 2013, Contracting Parties applying this Regulation may refuse first national registration of a vehicle which does not meet the requirements of this Regulation as amended by Supplement 9 or Supplement 10 or Supplement 11 and is not fitted with an Electronic Stability Control System and a Brake Assist System, both meeting the requirements of Annex 9 to this Regulation.
12.3. As from the official date of entry into force of the Supplement 11 (30 January 2011) to the original version of this Regulation, no Contracting Party applying this Regulation shall refuse to grant ECE approval under this Regulation as amended by Supplement 11.
12.4. Contracting Parties applying this Regulation shall continue to grant approvals to those types of vehicles which comply with the requirements of this Regulation as amended by Supplement 10 to the original version of this Regulation during the 36 months period which follows the date of entry into force of Supplement 11.
12.8. As from the official date of entry into force of the Supplement 12 to the original version of this Regulation, no Contracting Party applying this Regulation shall refuse to grant approval under this Regulation as amended by Supplement 12 to the original version of this Regulation.
5.8. Check that the ESC system is enabled by ensuring that the ESC malfunction and "ESC Off" (if provided) tell-tales are not illuminated.
5.9. Sine with Dwell test of oversteer intervention and responsiveness
The vehicle is subjected to two series of test runs using a steering pattern of a sine wave at 0.7 Hz frequency with a 500 ms delay beginning at the second peak amplitude as shown in Figure 2 (the Sine with Dwell tests). One series uses anticlockwise steering for the first half cycle, and the other series uses clockwise steering for the first half cycle. The vehicle is allowed to cool-down between each test runs for a period of 1.5 to 5 minutes, with the vehicle stationary.
Figure 2
Sine with Dwell
5.9.1. The steering motion is initiated with the vehicle coasting in high gear at 80 ± 2 km/h.
5.9.2. The steering amplitude for the initial run of each series is 1.5 A, where A is the steering wheel angle determined in paragraph 5.6.1.
5.9.3. In each series of test runs, the steering amplitude is increased from run to run, by 0.5 A, provided that no such run will result in a steering amplitude greater than that of the final run specified in paragraph 5.9.4.
5.9.4. The steering amplitude of the final run in each series is the greater of 6.5 A or 270 degrees, provided the calculated magnitude of 6.5 A is less than or equal to 300 degrees. If any 0.5 A increment, up to 6.5 A, is greater than 300 degrees, the steering amplitude of the final run shall be 300 degrees.
5.9.5. Upon completion of the two series of test runs, post processing of yaw rate and lateral acceleration data is done as specified in paragraph 5.11.
5.10. ESC malfunction detection
5.10.1. Simulate one or more ESC malfunction(s) by disconnecting the power source to any ESC component, or disconnecting any electrical connection between ESC components (with the vehicle power off). When simulating an ESC malfunction, the electrical connections for the tell-tale lamp(s) and/or optional ESC system control(s) are not to be disconnected.
5.10.2. With the vehicle initially stationary and the ignition locking system in the "Lock" or "Off" position, switch the ignition locking system to the "Start" position and start the engine. Drive the vehicle forward to obtain a vehicle speed of 48 + 8 km/h. 30 seconds, at the latest, after the engine has been started and within the next two minutes at this speed, conduct at least one left and one right smooth turning manoeuvre without losing directional stability and one brake application. Verify that the ESC malfunction indicator illuminates in accordance with paragraph 3.4. by the end of these manoeuvres.
5.10.3. Stop the vehicle, switch the ignition locking system to the "Off" or "Lock" position. After a five-minute period, switch the vehicle's ignition locking system to the "Start" position and start the engine. Verify that the ESC malfunction indicator again illuminates to signal a malfunction and remains illuminated as long as the engine is running or until the fault is corrected.
5.10.4. Switch the ignition locking system to the "Off" or "Lock" position. Restore the ESC system to normal operation, switch the ignition system to the "Start" position and start the engine. Re-perform the manoeuvre described in paragraph 5.10.2. and verify that the tell-tale has extinguished within this time or immediately afterwards.
5.11. Post data processing – calculations for performance metrics
Yaw rate and lateral displacement measurements and calculations shall be processed utilizing the techniques specified in paragraphs 5.11.1. to 5.11.8.
5.11.1. Raw steering wheel angle data is filtered with a 12-pole phaseless Butterworth filter and a cut-off frequency of 10 Hz. The filtered data is then zeroed to remove sensor offset utilizing static pre-test data.
5.11.2. Raw yaw rate data is filtered with a 12-pole phaseless Butterworth filter and a cut-off frequency of 6 Hz. The filtered data is then zeroed to remove sensor offset utilizing static pre-test data.
5.11.3. Raw lateral acceleration data is filtered with a 12-pole phaseless Butterworth filter and a cut-off frequency of 6 Hz. The filtered data is then zeroed to remove sensor offset utilizing static pre-test data. The lateral acceleration data at the vehicle centre of gravity is determined by removing the effects caused by vehicle body roll and by correcting for sensor placement via the use of coordinate transformation. For data collection, the lateral accelerometer shall be located as close as possible to the position of the vehicle's longitudinal and lateral centres of gravity.
5.11.4. Steering wheel velocity is determined by differentiating the filtered steering wheel angle data. The steering wheel velocity data is then filtered with a moving 0.1 second running average filter.
5.11.5. Lateral acceleration, yaw rate and steering wheel angle data channels are zeroed utilizing a defined "zeroing range." The methods used to establish the zeroing range are defined in paragraphs 5.11.5.1. and 5.11.5.2.
5.11.5.1. Using the steering wheel rate data calculated using the methods described in paragraph 5.11.4., the first instant that the steering wheel rate exceeds 75 deg/sec is identified. From this point, steering wheel rate shall remain greater than 75 deg/sec for at least 200 ms. If the second condition is not met, the next instant that the steering wheel rate exceeds 75 deg/sec is identified and the 200 ms validity check applied. This iterative process continues until both conditions are ultimately satisfied.
5.11.5.2. The "zeroing range" is defined as the 1.0 second time period prior to the instant the steering wheel rate exceeds 75 deg/sec (i.e., the instant the steering wheel velocity exceeds 75 deg/sec defines the end of the "zeroing range").
5.11.6. The Beginning of Steer (BOS) is defined as the first instance when the filtered and zeroed steering wheel angle data reaches -5 degrees (when the initial steering input is anticlockwise) or +5 degrees (when the initial steering input is clockwise) after a time defining the end of the "zeroing range." The value for time at the BOS is interpolated.
5.11.7. The Completion of Steer (COS) is defined as the time the steering wheel angle returns to zero at the completion of the Sine with Dwell steering manoeuvre. The value for time at the zero degree steering wheel angle is interpolated.
5.11.8. The second peak yaw rate is defined as the first local yaw rate peak produced by the reversal of the steering wheel. The yaw rates at 1.000 and 1.750 seconds after COS are determined by interpolation.
5.11.9. Determine lateral velocity by integrating corrected, filtered and zeroed lateral acceleration data. Zero lateral velocity at the BOS point. Determine lateral displacement by integrating zeroed lateral velocity. Zero lateral displacement at the BOS point. The lateral displacement measurement is made at 1.07 seconds after BOS point and is determined by interpolation.
B. Special requirements to be applied to brake assist systems, where fitted
1. General
The following requirements apply to vehicles fitted with Brake Assist Systems (BAS) as defined in paragraph 2.34. of this Regulation and declared in the Communication of Annex 1, paragraph 22. of this Regulation.
In addition to the requirements of this annex, Brake Assist Systems shall also be subject to any relevant requirements contained elsewhere within this Regulation.
In addition to the requirements of this annex, vehicles with BAS shall also be equipped with ABS in accordance with Annex 6.
1.1. General performance characteristics for category "A" BAS systems
When an emergency condition has been sensed by a relative high pedal force, the additional pedal force to cause full cycling of the ABS shall be reduced compared to the pedal force required without the BAS system in operation.
Compliance with this requirement is demonstrated if the provisions of paragraphs 3.1. to 3.3. of this section are met.
1.2. General performance characteristics for category "B" BAS systems
When an emergency condition has been sensed, at least by a very fast application of the pedal, the BAS system shall raise the pressure to deliver the maximum achievable braking rate or cause full cycling of the ABS.
Compliance with this requirement is demonstrated if the provisions of paragraphs 4.1. to 4.3. of this section are met.
2. General test requirements
2.1. Variables
Whilst performing the tests described in part B of this annex, the following variables shall be measured:
2.1.1. Brake pedal force, Fp ;
2.1.2. Vehicle velocity, vx ;
2.1.3. Vehicle deceleration, ax ;
2.1.4. Brake temperature, Td ;
2.1.5. Brake pressure, P, where applicable;
2.1.6 Brake pedal speed, vp, measured at the centre of the pedal plate or at a position on the pedal mechanism where the displacement is proportional to the displacement at the centre of the pedal plate allowing simple calibration of the measurement.
2.2. Measuring equipment
2.2.1. The variables listed in paragraph 2.1. of this section shall be measured by means of appropriate transducers. Accuracy, operating ranges, filtering techniques, data processing and other requirements are described in ISO Standard 15037-1: 2006.
2.2.2. Accuracy of pedal force and disc temperature measurements shall be as follows:
Variable range system Typical operating range of the transducers Recommended maximum recording errors Pedal force
0 to 2,000 N
±10 N
Brake temperature
0 – 1,000 °C
±5 °C
Brake pressure*
0 – 20 MPa*
±100 kPa*
* Applicable as specified in paragraph 3.2.5.
2.2.3. Details on analogue and digital data processing of the BAS test procedures are described in Appendix 5 to this annex. A sampling rate for data acquisition of at least 500 Hz is required.
2.2.4. Alternative measuring methods to those referred to in paragraph 2.2.3. may be allowed, provided they demonstrate at least an equivalent level of precision.
2.3. Test conditions
2.3.1. Test vehicle loading condition: The vehicle shall be unladen. There may be, in addition to the driver, a second person on the front seat who is responsible for noting the results of the tests.
2.3.2 Braking tests shall be carried out on a dry surface affording good adhesion.
2.4. Test method
2.4.1. The tests as described in paragraphs 3. and 4. of this section shall be carried out from a test speed of 100 ± 2 km/h. The vehicle shall be driven at the test speed in a straight line.
2.4.2. The average temperature of the brakes shall be in accordance with paragraph 1.4.1.1. of Annex 3.
2.4.3. For the tests the reference time, t0, is defined as the moment when the brake pedal force reaches 20 N.
Note: For vehicles equipped with a brake system assisted by an energy source, the applied pedal force necessary depends on the energy level that exists in the energy storage device. Therefore, sufficient energy level shall be ensured at the beginning of the test.
3. Assessment of the presence of a category "A" BAS
A category "A" BAS shall meet the test requirements contained in paragraphs 3.1. and 3.2.
3.1. Test 1: Reference test to determine FABS and aABS.
3.1.1. The reference values FABS and aABS shall be determined in accordance with the procedure described in Appendix 4 to this annex.
3.2. Test 2: For activation of BAS
3.2.1. Once an emergency braking condition has been detected, systems sensitive to pedal force shall show a significant increase in the ratio of:
(a) Brake line pressure to brake pedal force, where permitted by paragraph 3.2.5.; or
(b) Vehicle deceleration to brake pedal force.
3.2.2. The performance requirements for a category "A" BAS are met if a specific brake application characteristic can be defined that exhibits a decrease of between 40 per cent and 80 per cent in required brake pedal force for (FABS - FT) compared to (FABS extrapolated - FT).
3.2.3. FT and aT are threshold force and threshold deceleration as shown in Figure 1. The values of FT and aT shall be supplied to the Technical Service at the time of submission of the type-approval application. The value of aT shall be between 3.5 m/s² and 5.0 m/s².
Figure 1a
Pedal force characteristic needed in order to achieve maximum deceleration with category "A" BAS
3.2.4. A straight line is drawn from the origin through the point FT, aT (as shown in Figure 1a). The value of brake pedal force "F", at the point of intersection between this line and a horizontal line defined by a=aABS, is defined
as FABS, extrapolated:3.2.5. As an alternative, which can be selected by the manufacturer, in the case of vehicles of category N1, or M1 derived from those N1 vehicles, with a gross vehicle mass GVM > 2,500 kg, the pedal force figures for FT, FABS,min, FABS,max and FAB,extrapolated may be derived from the brake line pressure response characteristic instead of the vehicle deceleration characteristic. This shall be measured as the brake pedal force is increasing.
3.2.5.1. The pressure, at which ABS cycling commences, shall be determined by making five tests from 100 ± 2 km/h in which the brake pedal is applied up to the level which produces ABS operation and the five pressures at which this occurs as determined from front wheel pressure records, shall be recorded and the mean value obtained as PABS.
3.2.5.2. The threshold pressure PT shall be stated by the manufacturer and correspond to a deceleration in the range of 2.5 - 4.5 m/s2.
3.2.5.3. Figure 1b shall be constructed in the manner set out in paragraph 3.2.4., but using line pressure measurements to define the parameters set out in paragraph 3.2.5. of this section where:
Figure 1b
Pedal force characteristic needed in order to achieve maximum deceleration with category "A" BAS
3.3. Data evaluation
The presence of a category "A" BAS is proven if
where:
and
4. Assessment of the presence of a category "B" BAS
A category "B" BAS shall meet the test requirements contained within paragraphs 4.1. and 4.2. of this section.
4.1. Test 1: Reference test to determine FABS and aABS.
4.1.1. The reference values FABS and aABS shall be determined in accordance with the procedure described in Appendix 4 to this annex.
4.2. Test 2: For activation of BAS
The vehicle shall be driven in a straight line at the test speed specified in paragraph 2.4. of this section. The driver shall apply the brake pedal quickly according to Figure 2, simulating emergency braking so that BAS is activated and ABS is fully cycling.
In order to activate BAS the brake pedal shall be applied as specified by the car manufacturer. The manufacturer shall notify the Technical Service of the required brake pedal input at the time of submission of the application for type-approval. It shall be demonstrated to the satisfaction of the Technical Service that the BAS activates under the conditions specified by the manufacturer in accordance with paragraph 22.1.2. or 22.1.3 of Annex 1.
After t = t0 + 0.8 s and until the vehicle has slowed down to a speed of 15 km/h, the brake pedal force shall be maintained in a corridor between FABS, upper and FABS, lower, where FABS, upper is 0.7 FABS and FABS, lower is 0.5 FABS.
The requirements are also considered to be met if, after t = t0 + 0.8 s, the pedal force falls below FABS, lower provided the requirement of paragraph 4.3. is fulfilled.
4.3. Data evaluation
The presence of BAS 'B' is demonstrated if a mean deceleration (aBAS) of at least 0.85 ∙ aABS is maintained from the time when t = t0 + 0.8 s to the time when the vehicle speed has been reduced to 15 km/h.
Figure 2
Example of test 2 of a category "B" BAS system
Annex 9
Appendix 1
Use of the dynamic stability simulation
The effectiveness of the electronic stability control system may be determined by computer simulation.
1. Use of the simulation
1.1. The vehicle stability function shall be demonstrated by the vehicle manufacturer to the Type Approval Authority or Technical Service by simulating the dynamic manoeuvres of paragraph 5.9. of Annex 9.
1.2. The simulation shall be a means whereby the vehicle stability performance shall be demonstrated with:
(a) The yaw rate, one second after completion of the Sine with Dwell steering input (time T0 + 1);
(b) The yaw rate, 1.75 seconds after completion of the Sine with Dwell steering input;
(c) The lateral displacement of the vehicle centre of gravity with respect to its initial straight path.
1.3. The simulation shall be carried out with a validated modelling and simulation tool and using the dynamic manoeuvres of paragraph 5.9. of Annex 9 under the test conditions of paragraph 4. of Annex 9.
The method by which the simulation tool is validated is given in Appendix 2 to this annex.
Annex 9
Appendix 2
Dynamic stability simulation tool and its validation
1. Specification of the simulation tool
1.1. The simulation method shall take into account the main factors which influence the directional and roll motion of the vehicle. A typical model may include the following vehicle parameters in an explicit or implicit form:
(a) Axle/wheel;
(b) Suspension;
(c) Tyre;
(d) Chassis/vehicle body;
(e) Power train/driveline, if applicable;
(f) Brake system;
(g) Pay load.
1.2. The Vehicle Stability Function shall be added to the simulation model by means of:
(a) A subsystem (software model) of the simulation tool; or
(b) The electronic control box in a hardware-in-the-loop configuration.
2. Validation of the simulation tool
2.1. The validity of the applied modelling and simulation tool shall be verified by means of comparisons with practical vehicle tests. The tests utilised for the validation shall be the dynamic manoeuvres of paragraph 5.9. of Annex 9.
During the tests, the following motion variables, as appropriate, shall be recorded or calculated in accordance with ISO 15037 Part 1:2005: General conditions for passenger cars or Part 2:2002: General conditions for heavy vehicles and buses (depending on the vehicle category):
(a) Steering-wheel angle (dH);
(b) Longitudinal velocity (vX);
(c) Sideslip angle (b) or lateral velocity (vY);(optional);
(d) Longitudinal acceleration (aX); (optional);
(e) Lateral acceleration (aY);
(f) Yaw velocity (dy/dt);
(g) Roll velocity (dj/dt);
(h) Pitch velocity (dq/dt);
(i) Roll angle (j);
(j) Pitch angle (q).
2.2. The objective is to show that the simulated vehicle behaviour and operation of the vehicle stability function is comparable with that seen in practical vehicle tests.
2.3. The simulator shall be deemed to be validated when its output is comparable to the practical test results produced by a given vehicle type during the dynamic manoeuvres of paragraph 5.9. of Annex 9. The relationship of activation and sequence of the vehicle stability function in the simulation and in the practical vehicle test shall be the means of making the comparison.
2.4. The physical parameters that are different between the reference vehicle and simulated vehicle configurations shall be modified accordingly in the simulation.
2.5. A simulator test report shall be produced, a model of which is defined in Appendix 3 to this annex, and a copy attached to the vehicle approval report.
Annex 9
Appendix 3
Vehicle stability function simulation tool test report
Test Report Number: ............................................................................................................................
1. Identification
1.1.................. Name and address of the simulation tool manufacturer......................................
1.2.................. Simulation tool identification: name/model/number (hardware and software)
...................................................................................................................................................................
2...................... Scope of application
2.1.................. Vehicle type:..................................................................................................................
2.2.................. Vehicle configurations:................................................................................................
3. Verifying vehicle test
3.1.................. Description of vehicle(s):.............................................................................................
3.1.1............... Vehicle(s) identification: make/model/VIN.............................................................
3.1.2............... Vehicle description, including suspension/wheels, engine and drive line, braking system(s), steering system, with name/model/number identification:..................................................
...................................................................................................................................................................
3.1.3............... Vehicle data used in the simulation (explicit):.........................................................
3.2.................. Description of location(s), road/test area surface conditions, temperature and date(s):
3.3.................. Results with the vehicle stability function switched on and off, including the motion variables referred to in Annex 9, Appendix 2, paragraph 2.1. as appropriate:...................
4. Simulation results
4.1.................. Vehicle parameters and the values used in the simulation that are not taken from the actual test vehicle (implicit):...........................................................................................................
4.2.................. Yaw stability and lateral displacement according to paragraphs 3.1. to 3.3. of Annex 9:
5. This test has been carried out and the results reported in accordance with Appendix 2 of Annex 9 to Regulation No. 13-H, as last amended by the Supplement 7.
........................ Technical Service conducting the test[34] .....................................................................
[34]To be signed by different persons if the Technical Service and the Approval Authority is the same organization.
Signed: …………………….. Date: ..……………………
Approval Authority1 ……………………………………....…………………..
Signed: ……………………. Date: …..…………………
Annex 9
Appendix 4
Method for determination of FABS and aABS
1.1. The brake pedal force FABS is the minimum pedal force that has to be applied for a given vehicle in order to achieve maximum deceleration which indicates that ABS is fully cycling. aABS is the deceleration for a given vehicle during ABS deceleration as defined in paragraph 1.7.
1.2. The brake pedal shall be applied slowly (without activating the BAS in the case of category B systems) providing a constant increase of deceleration until ABS is fully cycling (Figure 3).
1.3. The full deceleration must be reached within the timeframe of 2.0 ± 0.5 s. The deceleration curve, recorded against time, must be within a corridor of ± 0.5 s around the centre line of the deceleration curve corridor. The example in Figure 3 has its origin at the time t0 crossing the aABS line 2 seconds. Once full deceleration has been achieved, the brake pedal shall be operated so that the ABS continues fully cycling. The time of full activation of the ABS system is defined as the time when pedal force FABS is achieved. The measurement shall be within the corridor for variation of increase in deceleration (see Figure 3).
Figure 3
Deceleration corridor for determination of FABS and aABS
1.4. Five tests meeting the requirements of paragraph 1.3. shall be carried out. For each of these valid tests the vehicle deceleration shall be plotted as a function of the recorded brake pedal force. Only data recorded at speeds above 15 km/h shall be taken for the calculations described in the following paragraphs.
1.5. For the determination of aABS and FABS, a low pass filter of 2 Hz for vehicle deceleration as well as pedal force shall be applied.
1.6. The five individual "deceleration versus brake pedal force" curves are averaged by calculating the mean deceleration of the five individual "deceleration vs. brake pedal force" curves at increments of 1 N pedal force. The result is the mean deceleration versus brake pedal force curve, which will be referred to as the "maF curve" in this appendix.
1.7. The maximum value for the vehicle deceleration is determined from the "maF curve" and is named as "amax".
1.8. All values of the "maF curve" that are above 90 per cent of this deceleration value "amax" are averaged. This value of "a" is the deceleration "aABS" referred to in this annex.
1.9. The minimum force on the pedal (FABS) sufficient to achieve the deceleration aABS is defined as the value of F corresponding to a= aABS on the maF curve.
Annex 9
Appendix 5
Data processing for the BAS
(see paragraph 2.2.3. of section B of this annex)
1. Analogue data processing
The bandwidth of the entire, combined transducer/recording system shall be no less than 30 Hz.
In order to execute the necessary filtering of signals, low-pass filters with order 4 or higher shall be employed. The width of the pass band (from 0 Hz to frequency fo at ‑3 dB) shall not be less than 30 Hz. Amplitude errors shall be less than ±0.5 per cent in the relevant frequency range of 0 Hz to 30 Hz. All analogue signals shall be processed with filters having sufficiently similar phase characteristics to ensure that time delay differences due to filtering lie within the required accuracy for time measurement.
Note: During analogue filtering of signals with different frequency contents, phase shifts can occur. Therefore, a data processing method, as described in paragraph 2. of this appendix, is preferable.
2. Digital data processing
2.1. General consideration
Preparation of analogue signals includes consideration of filter amplitude attenuation and sampling rate to avoid aliasing errors, and filter phase lags and time delays. Sampling and digitising considerations include pre-sampling amplification of signals to minimize digitising errors; number of bits per sample; number of samples per cycle; sample and hold amplifiers; and time-wise spacing of samples. Considerations for additional phaseless digital filtering include selection of pass bands and stop bands and the attenuation and allowable ripple in each; and correction of filter phase lags. Each of these factors shall be considered in order to achieve a relative overall data acquisition accuracy of ±0.5 per cent.
2.2. Aliasing errors
In order to avoid uncorrectable aliasing errors, the analogue signals shall be appropriately filtered before sampling and digitising. The order of the filters used and their pass band shall be chosen according to both the required flatness in the relevant frequency range and the sampling rate.
The minimum filter characteristics and sampling rate shall be such that:
(a) Within the relevant frequency range of 0 Hz to fmax = 30 Hz the attenuation is less than the resolution of the data acquisition system; and
(b) At one-half the sampling rate (i.e. the Nyquist or "folding" frequency) the magnitudes of all frequency components of signal and noise are reduced to less than the system resolution.
For 0.05 per cent resolution the filter attenuation shall be less than 0.05 per cent in the frequency range between 0 and 30 Hz, and the attenuation shall be greater than 99.95 per cent at all frequencies greater than one-half the sampling frequency.
Note: For a Butterworth filter the attenuation is given by:
and
where:
n is the order to filter;
fmax is the relevant frequency range (30 Hz);
fo is the filter cut-off frequency;
fN is the Nyquist or "folding" frequency.
For a fourth order filter
for A = 0.9995: fo = 2.37 ∙ fmax
for A = 0.0005: fS, = 2 ∙ (6.69 ∙ fo), where fS, is the sampling
frequency = 2 ∙ fN.
2.3. Filter phase shifts and time delays for anti-aliasing filtering
Excessive analogue filtering shall be avoided, and all filters shall have sufficiently similar phase characteristics to ensure that time delay differences are within the required accuracy for the time measurement. Phase shifts are especially significant when measured variables are multiplied together to form new variables, because while amplitudes multiply, phase shifts and associated time delays add. Phase shifts and time delays are reduced by increasing fo. Whenever equations describing the pre-sampling filters are known, it is practical to remove their phase shifts and time delays by simple algorithms performed in the frequency domain.
Note: In the frequency range in which the filter amplitude characteristics remain flat, the phase shift Φ of a Butterworth filter can be approximated by
Φ = 81 ∙ (f/f0) degrees for second order
Φ = 150 ∙ (f/f0) degrees for fourth order
Φ = 294 ∙ (f/f0) degrees for eighth order
The time delay for all filter orders is: t = (Φ/360) ∙ (1/f0)
2.4. Data sampling and digitising
At 30 Hz the signal amplitude changes by up to 18 per cent per millisecond. To limit dynamic errors caused by changing analogue inputs to 0.1 per cent, sampling or digitising time shall be less than 32 μs. All pairs or sets of data samples to be compared shall be taken simultaneously or over a sufficiently short time period.
2.5. System requirements
The data system shall have a resolution of 12 bits (±0.05 per cent) or more and an accuracy of ±0.1 per cent (2 lbs). Anti-aliasing filters shall be of order 4 or higher and the relevant data range fmax shall be 0 Hz to 30 Hz.
For fourth order filters the pass-band frequency fo (from 0 Hz to frequency fo) shall be greater than 2.37 ∙ fmax if phase errors are subsequently adjusted in digital data processing, and greater than 5 ∙ fmax otherwise. For fourth order filters the data sampling frequency fs shall be greater than 13.4 ∙ fo.
COMPILATION NOTES
This compilation of Vehicle Standard (Australian Design Rule 31/03 – Brake Systems for Passenger Cars) 2013 includes all the instruments set out in the Table of Instruments. The Table of Amendments provides a history of clauses that have been amended, inserted or deleted. This vehicle standard is determined under section 7 of the Motor Vehicle Standards Act 1989.
Table of Instruments
| Name of Instrument | Registration Date | Commencement Date |
| Vehicle Standard (Australian Design Rule 31/03 – Brake Systems for Passenger Cars) 2013 | 01/10/2013 | 02/10/2013 |
| Vehicle Standard (Australian Design Rule 31/03 – Brake Systems for Passenger Cars) 2013 Amendment 1 | 18/09/2017 | 19/9/2017 |
| Vehicle Standard (Australian Design Rule) Amendment Instrument 2021 (No.1) | 13/05/21 | 14/05/21 |
Table of Amendments
| Clause affected | How affected | Amending instrument |
| 0.2. | del | Legislation Act 2003 – section 48D |
| 2.7. | ad | Amendment 1 |
| 2.8. | ad | Vehicle Standard (Australian Design Rule) Amendment Instrument 2021 (No.1) |
ad = added or inserted
am = amended
del = deleted or removed
rr = removed and replaced
à = clause renumbered. This takes the format of old no. à new no.
Annex 3 to Consolidated Resolution on the Construction of Vehicles (R.E.3),
document TRANS/WP.29/78/Rev.2.
kL is the low-adhesion surface coefficient
kH and kL are measured as laid down in Appendix 2 to this annex.
0
0
0