3rd Asia Expert Meeting on Braking Systems for Passenger ... · 12:00 - 13:30 Lunch 13:30 - 15:00...

3rd Asia Expert Meeting on Braking Systems for Passenger Vehicles (Day 1)

Date: August 24, 2005 (WED) 08:30 - 17:00 Place: Kamolthip Room, Siam City Hotel, BANGKOK

08:30 - 09:00 Registrations

09:00 - 09:15 Opening Address Mr. Chalermtai YANPIRAT, Director, Engineering and Safety Bureau

Department of Land Transport, Thailand

09:15 - 09:30 Opening Remark Mr. Silpachai JARUKASEMRATANA, Deputy Director-General,

Department of Land Transport, Thailand

09:30 – 09:45 Key Note Speech Mr. Tadaomi AKIBA, Executive Director, Research Division

Japan Automobile Standards Internationalization Center (JASIC)

09:45 - 10:15 Coffee Break (30 minutes)

10:15 - 12:00 Introduction of R13-H: Braking for Passenger Vehicle Mr. Masashi ISHIHARA, JAMA, Brakes and Running Gear Subcommittee of JASIC

12:00 - 13:30 Lunch

13:30 - 15:00 R13-H: Technical Requirement for Braking Equipments Mr. Masashi ISHIHARA, JAMA, Brakes and Running Gear Subcommittee of JASIC


15:30 - 16:30 R13-H: Technical Requirements for Braking Equipments (cont.) Mr. Masashi ISHIHARA, JAMA, Brakes and Running Gear Subcommittee of JASIC

16:30 - 17:00 Q & A

3rd Asia Expert Meeting on Braking Systems for Passenger Vehicles (Day 2) Date: August 25, 2005 (THU) 09:00 - 17:00

Place: Kamolthip Room, Siam City Hotel, BANGKOK

09:00 - 10:30 R13-H: Testing Procedure Mr. Katsuhiro SHIBAZAKI, National Traffic Safety and Environment Laboratory (NTSEL),

Japan



Japan

12:00 - 13:30 Lunch


Japan


15:00 - 16:30 R13-H: Certification Mr. Tadaomi AKIBA, Japan Automobile Standards Internationalization Center

16:30 - 17.00 Q & A 17:00 - 17:15 Closing Ceremony

THANK YOU FOR YOUR PARTICIPATION

Opening Address 3rd Asia Expert Meeting on

Braking Systems for Passenger Vehicles (R13H) by

Mr. Chalermtai YANPIRAT Director, Engineering and Safety Bureau, Department of Land Transport, Thailand

on

August 24, 2005

KAMOLTHIP Room, Siam City Hotel, BANGKOK, Thailand

-----------------------------------------------------------------------------------------------------------------------------------

Your Excellency Mr. Silpachai JARUKASEMRATANA, Deputy Director-General,

Department of Land Transport, distinguished experts from Japan, and all participants

On behalf of my colleagues and all participants, I am very honored of having the Deputy

Director-General to preside over the opening ceremony of the third Asia Expert Meeting on

Braking Systems for Passenger Vehicles today.

The third Asia Expert Meeting on Braking Systems for Passenger Vehicles is a

consequence from the 9th Government and Industry Meeting (G/I Meeting), which was held in

Thailand last year. In 2003, the first Asia Expert Meeting was held in Thailand with a topic on

Lighting and Light-Signalling Devices. In order to continue having a technical meeting on ECE

Regulations, Thailand by Department of Land Transport (DLT) had proposed to organize the 3rd

Asia Expert Meeting on Braking Systems for Passenger Vehicles in cooperation with Ministry of

Land, Infrastructure and Transport of Japan (MLIT) and Japan Automobile Standards

Internationalization Center (JASIC).

DLT has been collaborating closely with other related government agencies and the

automotive industry on improving national vehicle regulations in line with ECE Regulations as a

part of the Type-Approval System Establishment Plan for 2000-2009. Up to now, 8 ECE

Regulations including R48, R13H, R46, R11, R16, R17, R51, and R101 are being studied.

This 2-day meeting aims to have a more profound knowledge and fruitful discussions on

ECE Regulation No. 13H: Braking Systems for Passenger Vehicles. It brings together 70

participants including distinguished experts from Japan and attendants from Brunei, Hong Kong,

Taiwan, Vietnam, and Thailand. At this auspicious moment, may I invite the Deputy Director-

General to open the third Asia Expert Meeting on Braking Systems for Passenger Vehicles.

Thank you very much.

-------------------------------------------

Opening Address 3rd Asia Expert Meeting on

Braking Systems for Passenger Vehicles (R13H) by

Mr. Silpachai JARUKASEMRATANA Deputy Director-General, Department of Land Transport, Thailand

on

August 24, 2005

KAMOLTHIP Room, Siam City Hotel, BANGKOK, Thailand

-----------------------------------------------------------------------------------------------------------------------------------

Good morning ladies and gentlemen, on behalf of Department of Land Transport, Thailand,

I am very honored to preside over the opening ceremony of the third Asia Expert Meeting on

Braking Systems for Passenger Vehicles today.

It is a good opportunity for Thai Government to host this important event for the second

time in 3 years. I would like to express our thanks to Ministry of Land, Infrastructure and Transport

of Japan (MLIT) and Japan Automobile Standards Internationalization Center (JASIC) for a great

contribution to this gathering. Thai Government has been working hard on improving national

vehicle regulations not only to lift up our people’s safety and environmental protection but also to

enhance harmonization of vehicle regulations worldwide. Obviously, it is not an easy task and it

does require a lot of efforts and cooperation among experienced and skilled personnel.

I remember that 2 years ago I was presiding over the first Asia Expert Meeting on Lighting

and Light Signalling Devices. It was our remarkable start with a kind cooperation from our good

friends from Japan. Ever since I have been reported a rapid progress of our work on regulation

establishment. It was obvious that the success of the meeting has expedited our work. The expert

meeting has given all the participants a better understanding on the vehicle regulations and also

created a channel, a connection between our working groups and experts as well as between our

working groups and friends from Asian countries. Especially, this year we have a good response

from Brunei, Hong Kong, Taiwan, and Vietnam sending representatives to participate in this

meeting. It shows that this technical meeting will become more important as a forum to educate

and share experiences on ECE Regulation implementation with a continuing support from many

Asian countries.

I hope that all the participants would take this opportunity to learn from the extinguished

experts as much as possible in order to increase the understanding on Braking Systems for

Passenger Vehicles. Finally I wish you all a successful meeting.

Thank you.

-------------------------------------------

Key Note Speech at the 3rd Expert Meeting

* Good Morning! My name is AKIBA, Executive Director of JASIC, Japan

Automobile Standards Internationalization Center. * On behalf of JASIC, I would like to extend our heartfelt appreciation to DLT

and also all related person who are kindly taking part in this 3rd Asia Expert Meeting on UN/ECE R13H, Braking for Passenger Vehicles.

Also I am very pleased that DLT accepted our three experts from JASIC for this meeting to exchange our knowledge with your experts.

* Needless to say, Asian each country has been having strong concern with the

theme of “Accession to 1958 Agreement” because the Agreement is very important for not only government sectors but also industry sectors in these countries.

* Our mutual understanding on concept of the Expert Meeting is that the meeting

is to be held voluntary based on each country’s needs as well as to be steered by Asia G/I Meeting. At the G/I Meeting held in Bangkok last year, it was evident that the importance of the G/I Meeting was increasing. Therefore, we the co-organizers are hoping that the government and industry members engaged in rewarding discussion and shared the outcome of the discussion, and issued the joint statement.

* On one hand, rapid motorization has contributed to the expansion of automobile-

related industries in Asian countries over the recent years. But on the other hand, rapid motorization has also brought public issues over traffic safety and environmental protection such as the prevention of air pollution. I am sure, all the people here agree on the urgent need to enhance the automotive safety and environmental regulations in Asian countries. However, because automobiles are a type of product that is distributed on an international scale, it is not realistic to improve our automotive laws and regulations without taking the laws and regulations of other countries into consideration. I think we all see the importance of Asian cooperation not only in harmonizing our regulations within Asia but also harmonizing our regulations from the global standpoint.

* Since automotive laws and regulations can affect the whole automobile industry,

there was increasing awareness that the ministry of industry as well as the ministry of transport should be involved in harmonization discussion. This awareness was finally materialized the day before last G/I Meeting in Bangkok when the first "Japan-ASEAN Joint Forum" was staged to discuss the harmonization of technical regulations and mutual recognition of approvals, with the participants coming from the ASEAN countries' ministries of industry and ministries of transport.

Let me just say that all the ASEAN countries participating in the Joint Forum, confirmed the importance of promoting accession to the UN/ECE/1958 Agreement and realizing the mutual recognition of approvals based on UN/ECE Regulations in the framework of this 1958 Agreement.

* As most of you may be aware, next G/I Meeting will be held in Kuala Lumpur

in the end of November, where we will discuss "An Accession to the UN/ECE/1958 Agreement and Improved Asian Presence" as for the fourth series. I do hope that the outcome of this Expert Meeting will be reported at the next G/I Meeting. In such sense, this Expert Meeting is so important for the acceleration to achieve our goal – to realize the mutual recognition of approvals based on UN/ECE/1958 Agreement. From JASIC organization, I would like to ask all Asian colleague to organize other expert meeting in the near future, then JASIC will contribute these meetings as same manner as today.

* I would like to thank again for the participation of so many government and

industry members. Your presence here gives me confidence that interest in harmonization and the mutual recognition of approvals on UN/ECE/R13-H Regulation is growing in your countries and that there is increasing awareness concerning the importance of cooperation between governments and industries. I also hope your today’s effort should lead the movement of the usage of UN/ECE Regulations under the frame work of the 1958 Agreement among ASEAN countries.

* Please feel free to take part in discussions today, so that this Expert Meeting will

prove beneficial in the field of safety on braking. Finally, thank you for your attention, hoping that the good friendship between you and JASIC will continue for a long time to come.

Thank you.

Tadaomi AKIBA Executive Director, JASIC

11

SawaddeeSawaddee KrubKrub

First sessionFirst sessionIntroduction of R13HIntroduction of R13H

Second sessionSecond sessionTechnical Requirement for Brake SystemTechnical Requirement for Brake System

Third sessionThird sessionBraking TestBraking Test

Braking Regulation R13H for Passenger VehicleBraking Regulation R13H for Passenger Vehicle

22

Introduction of R13H: Introduction of R13H: Brake Regulations for Brake Regulations for

Passenger VehiclesPassenger Vehicles

The First sessionThe First session

331. ORGANIZATION OF RULE MAKING IN UN1. ORGANIZATION OF RULE MAKING IN UN

ECE RegulationECE Regulation EU DirectiveEU DirectiveECE (Geneva)ECE (Geneva) EU (Brussels)EU (Brussels)

WP29WP29

GRRFGRRF

Brake ECE13, ECE13HBrake ECE13, ECE13H Passenger Vehicle Brake GTR*Passenger Vehicle Brake GTR***Global Technical RegulationGlobal Technical Regulation

Chairman : UK,USChairman : UK,USTechnical Sponsor: UK JapanTechnical Sponsor: UK Japan

1998 agreement1998 agreement1958 agreement1958 agreement

(Ad(Ad--Hoc Group)Hoc Group)

: Brakes & Running Gear: Brakes & Running GearMember : Member : ’’58/58/’’98 Contracting Parties, 98 Contracting Parties,

Observer Countries,OICA, CLEPA,ISO etcObserver Countries,OICA, CLEPA,ISO etc

UNUN

44

The regulation prescribes Safety and Environment The regulation prescribes Safety and Environment 2. ECE Regulation2. ECE Regulation

SafetySafety Active safetyActive safety

Passive safetyPassive safety

ECE Reg.ECE Reg.

EnvironmentEnvironment

BrakeBrake

LampLamp

CollisionCollision

Exhaust EmissionExhaust Emission

etcetc……

etcetc……

Hazardous materialHazardous material

Head RestHead Rest

55

<Principle of Regulation ><Principle of Regulation >

(1) (1) Social DemandSocial DemandThe regulation should have The regulation should have Social NecessitySocial Necessity from Safety / from Safety / Environmental point of view.Environmental point of view.

(2) (2) Minimum RequirementMinimum RequirementShould be reasonable considering Safety/Cost benefit.Should be reasonable considering Safety/Cost benefit.

(3)(3) Performance RequirementPerformance RequirementShould be Should be ““Performance RequirementPerformance Requirement”” as much as possible as much as possible and minimize Design Requirement to increase the design and minimize Design Requirement to increase the design flexibility.flexibility.

(4) (4) Harmonized RegulationHarmonized RegulationShould be considered from Should be considered from World Wide HarmonizationWorld Wide Harmonization..

2. ECE Regulation2. ECE Regulation

663. Present Brake Regulation for passenger vehicle3. Present Brake Regulation for passenger vehicle(1)(1) History of harmonized brake regulations for passenger vehiclesHistory of harmonized brake regulations for passenger vehicles

Harmonized Harmonized regulations for regulations for passenger passenger vehicle brakevehicle brakeR13HR13H

19801980～～ 19901990～～ 20002000～～

・・’’8080

Activity StartedActivity Started

at UN WP29/GRRFat UN WP29/GRRF

・・’’9292Technical consideration Technical consideration almost almost

finishedfinished ・・’’95 Detailed 95 Detailed consideration consideration completedcompleted

・・98/5 98/5 R13H adoptedR13H adopted

EUEU

71/320/EEC71/320/EEC

R13R1307/707/7（（UK proposalUK proposal））

01/501/5 R13HR13H

USUS FMVSS105FMVSS10595/595/5 FMVSS135FMVSS135

00/900/9

（（Equivalent to harmonized Equivalent to harmonized regulation R13Hregulation R13H））

JapanJapan Safety Safety Standard Standard article 12article 12

New Safety Standard New Safety Standard article 12article 12 (R13H(R13H))

94/494/4

96/196/1 04/104/1

98/1198/11Safety STD article 12Safety STD article 12（（almost equivalent to almost equivalent to harmonized regulation harmonized regulation R13HR13H））

77

XXXXSouth AfricaSouth AfricaAfricaAfrica

XXXXXXNew ZealandNew Zealand

XXXXAustraliaAustraliaOceaniaOceania

XXXXTurkeyTurkeyMiddle EastMiddle East

XXXXCroatiaCroatia

XXXXSerbia and Serbia and MontenegroMontenegro

XXAzerbaijanAzerbaijan

XXXXLithuaniaLithuania

XXXXRussianRussian

XXXXRomaniaRomania

XXXXMacedoniaMacedonia

XXXXSloveniaSlovenia

XXXXBulgariaBulgaria

XXXXXXUkraineUkraine

XXXXEUEUEuropeEurope

XXCanadaCanada

XXUSAUSAAmericaAmerica

XX(X)(X)ThailandThailand

ECE R13ECE R13--0606(X)(X)IndiaIndia

XXXXXXKoreaKorea

XXECE R13ECE R13--0606(X)(X)ChinaChina

XXJapanJapanAsiaAsia

NationalNationalFMVSS135FMVSS135ECE R13ECE R13--0909ECE R13ECE R13--HH

Regulation based onRegulation based onCountryCountryAreaArea

(2) Summary Table of the Brake Regulation for the Passenger Veh(2) Summary Table of the Brake Regulation for the Passenger Vehiclesicles

(X) : Scheduled(X) : Scheduled

884. Characteristics of Brake Regulation4. Characteristics of Brake Regulation

(1)(1) Stopping Distance / MFDDStopping Distance / MFDDA : A : Basic RequirementBasic Requirement

(2)(2) Vehicle Stability in brakingVehicle Stability in braking

(1)(1) Cold condition (Ordinarily condition)Cold condition (Ordinarily condition)B :B : Basic Test conditionBasic Test condition

(2)(2) Hot condition (Fade)Hot condition (Fade)

(1)(1) ABSABSC : C : Safety Provisions for electronic control systemSafety Provisions for electronic control system

(2)(2) EBSEBS (Electronically Controlled Braking system)(Electronically Controlled Braking system)(3)(3) RBSRBS (Regenerative Braking System)(Regenerative Braking System)

(5)(5) Safety Requirement forSafety Requirement for Complex Electronic Complex Electronic Vehicle Control SystemVehicle Control System

(3)(3) Failure conditions (Secondary Brake)Failure conditions (Secondary Brake)(4)(4) Static and Dynamic condition for Parking BrakeStatic and Dynamic condition for Parking Brake

(4) (4) EMCEMC（（Electromagnetic CompatibilityElectromagnetic Compatibility））

995. Terminology in Brake Regulations5. Terminology in Brake Regulations(1)(1) Stopping distance / MFDDStopping distance / MFDD

(1)(1)--1. 1. Definition ofDefinition of Stopping distanceStopping distance

Time (sec)Time (sec)Brake On pointBrake On point

Braking DistanceBraking DistanceStoppingStoppingDistanceDistance

MFDDMFDD

0.36 sec0.36 sec

Actual decelerationActual deceleration

Dec

eler

atio

n (m

/sec

Dec

eler

atio

n (m

/sec

22 ))

Vehi

cle

Velo

city

(m/s

ec)

Vehi

cle

Velo

city

(m/s

ec)

Bra

king

B

raki

ng

Dis

tanc

e (m

)D

ista

nce

(m)

Vehicle VelocityVehicle Velocity

1010(5) Terminology in Brake Regulations(5) Terminology in Brake Regulations(1)(1)--2. 2. Definition of MFDD (Mean Fully Developed Deceleration)Definition of MFDD (Mean Fully Developed Deceleration)

Vehi

cle

Velo

city

(m/s

Vehi

cle

Velo

city

(m/s

22 ))

Time (Sec)Time (Sec)

VV00

s m / )S - S (.

v - v = dMFDD be

ebm

222

9225

VV bb=0.8V=0.8V00

VVee =0.1V=0.1V00

SSbb

SSee

Bra

king

Dis

tanc

e (m

)B

raki

ng D

ista

nce

(m)

Vehicle VelocityVehicle Velocity

Braking DistanceBraking DistanceSS

11115. Terminology in Brake Regulations5. Terminology in Brake Regulations(1)(1)--3.3. Conversion of MFDD to Stopping distanceConversion of MFDD to Stopping distance

V - S

V = d m10.0

0386.00

2

d VVS =

m )(60.00386.001.0

2

0 +

ddmm= = MFDDMFDD Mean Fully Developed DecelerationMean Fully Developed Deceleration (m/sec(m/sec22))

S=S=Stopping distanceStopping distance (m)(m)

VV00=Initial vehicle speed (km/h)=Initial vehicle speed (km/h)

0

0

12125. Terminology in Brake Regulations5. Terminology in Brake Regulations(2)(2) Brake/Steering operationBrake/Steering operation

(2) (2) --1. 1. Pedal effortPedal effort

(2) (2) --2. 2. Steering correctionSteering correction

It is permitted under following conditionIt is permitted under following condition

(2) (2) --3. 3. Wheel lockWheel lock

It is permitted until It is permitted until Max. 500NMax. 500N with no wheel lockingwith no wheel locking

・・ 120 deg120 deg at first 2 secat first 2 sec ・・240240 degdeg in total until vehicle stopin total until vehicle stop

Wheel lock is not allowed over Wheel lock is not allowed over 15km/h15km/h vehicle speedvehicle speed

120deg120deg

--120deg120deg

--240deg240deg

240deg240deg

2sec2sec

StopStop

Brake startBrake start

OKOK

NGNG

13135. Terminology in Brake Regulations5. Terminology in Brake Regulations(3)(3) Gear shift position in brakingGear shift position in braking

Neutral position is mainly used Neutral position is mainly used and drive position is used in some conditionsand drive position is used in some conditions

(4) (4) Vehicle StabilityVehicle Stability

Vehicle has to be managed in braking within Vehicle has to be managed in braking within 3.5m3.5m--wide lanewide lane

Vehicle slip angle has to be less than Vehicle slip angle has to be less than 15 degrees15 degrees

15 deg15 deg

3.5m

3.5m

Braking startsBraking starts

StopStop

14146. Comparison of R13H, R13 and FMVSS1356. Comparison of R13H, R13 and FMVSS135

Brake regulation comparison （R13H、R13 ,FMVSS105 ）

③

No

Test items R13H R13 M1（Major differences from R13H）

Note( )：Equivalent stopping distance of initial speed 100

FMVSS105(Major ddifferences from R13H)Note( )：Equivalent stopping distance of

initial 100Test conditions Performance requirement

Road surface

Loading condition

Gear position

Initial speed of brakingV（km/h）

Control pedal forceF（N）

Initial temperature/Braking interval

MFDDα（ｍ/s2）

Stopping distanceS（m）

① Braking test at cold condition

Dry

UnladeLaden

N 10065～500

65～100℃

≧6.43 ≦70 V=80 α≧5.8 Ｓ≦50.7(77)

V=97,F=667,α=6.85Ｓ≦62(66)

② High speed braking test at cold condition

D 80 ％Vmax

≦160km/s2

≧5.76 S≦0.1V＋0.0067V2

α≧5.0 Ｓ≦0.1V ＋0.077 V2

No requirement

Heating procedure

Laden

120 →60（ 1 5 times）

Pedal force equivalent of3.0m/s2

45secEquivalent pedal force ofα=3 at first time application

V=97→0,α=4.57,640m interval and achievedα=4.57at the 5th time within pedal force of F=667N

④ Braking test at hot condition

N100

Pedal force equivalent of① Just after③

test

α≧60% of ① achieved value & 75% of specified value（4.82）

Equivalent stopping distance S as leftα

α≧60% of ① achieved value & 80% of specified value （4.64） Test was done at③

⑤ Cooling process D 50（4 times）

Pedal force equivalent of3.0m/s2 1.5km

＿＿＿＿＿＿

No requirement

V=48、1.6km、Interval braking for 5times

⑥ Test after heating and cooling

Ｎ100

Pedal force equivalent of①

7 0 ％ ≦α(achieved deceleration value)of ①≦150％

Equivalent stopping distance S as leftα

5th braking pedal force of⑤Ｆ is 1st braking pedal force of ⑤Ｆ+89Ｎ～(-44Ｎ or 0.6F)

Adhesion utilization curve requirement Unlade

Laden

・0.15≦Z≦0.8 f1＞f2・0.2≦ｋ≦0.8 f1≦(Z+0.04)/ 0.7

・0.15≦Z≦0.8 f1＞f20.3≦Z≦0.45 f2＜Z+0.05

・0.2≦ｋ≦0.8 f1≦(Z+0.07)/0.85 No requirement

⑧ Confirmation of wheel lock sequences

LowμHighμ

N 65100

65～1000

65～100℃

No first rear wheel lock up between 0.15≦Z≦0.8

Actual driving test as an option for ⑦

⑨ Braking test when engine stopped

Dry

Laden

100 65～500

≧6.43 ≦70 V=80, α≧5.8, S≦50.7(77)

⑩ Brake fluid leaking testEnergy failure test Unlade

Laden

≧2.44 ≦168 Ｖ=80, α≧2.9, S≦93.3(143)

Ｖ=97、Ｆ=667、α=2.78, S≦135(149)

⑪ Variable braking force distribution function failure test

≧3.86 ≦110 V=80, α≧2.9S≦50.7 (77)

⑫ ABS failure test ≧5.15 ≦85 V=80, α≧2.9S≦93.3 (143)

⑬ Static parking brake performance Laden

Hand 400Foot 500

20％（Without trailer）12％（With trailer）

18％（Without trailer）12％（With trailer）

30％、Hand 400, Foot 557

⑭ Dynamic parking brake performance

30 ≧1.5 No requirement

Same as R13HNo requirement

⑮ ABS performance Road surface：Highμ, Lowμ, Splitμ, Highμ→Lowμ, Lowμ→Highμ Adhesion utilizationε≧0.75 and vehicle stability check

⑯ EBS performance ・Warning requirement・Static braking performance态Requirement when low battery

⑰ Complex electronic control system safety requirement

・System control strategy统Fail, safe concept

⑱ EV performance ・Performance requirement for each category A：Non part of service brake B：A part of service brake Unique US requirement

Click me to Click me to enlargeenlarge

1515

Technical Requirement for Technical Requirement for Brake SystemsBrake Systems

The Second sessionThe Second session

<Systems concerned><Systems concerned>Conventional systemConventional systemABSABS (Anti Lock Braking System)(Anti Lock Braking System)EBSEBS (Electronically Controlled Brake (Electronically Controlled Brake

System)System)RBSRBS (Regenerative Braking System)(Regenerative Braking System)

1616(1) (1) Conventional system without ABSConventional system without ABS

(A) Dual circuit : (A) Dual circuit : FrontFront--rear splitrear split

BoosterBooster

PP--valvevalve

PedalPedal

Master cylinderMaster cylinder

7. Typical example of Brake system 7. Typical example of Brake system

1717

(B) Dual circuit :(B) Dual circuit : XX--diagonal splitdiagonal split

BoosterBooster

PP--valvevalve

PedalPedal


(1) (1) Conventional system without ABSConventional system without ABS

1818(2) (2) ABSABS( In case of Front( In case of Front--rear split )rear split )

BoosterBooster

ABSABS--ModulatorModulator

PedalPedal


ECUECU

WSSWSS(Wheel Speed Sensor)(Wheel Speed Sensor)

1919(3) (3) EBSEBS (Electronically Controlled Brake System)(Electronically Controlled Brake System)

EBSEBS--ModulatorModulator

PedalPedal


ECUECU

WSSWSS(Wheel Speed Sensor)(Wheel Speed Sensor)

2020(4) (4) RBSRBS (Regenerative Braking System)(Regenerative Braking System)

EBSEBS--modulatormodulator

PedalPedal


ECUECU

WSSWSS

Mot

or

BatteryBattery

21218. Function of brake equipment8. Function of brake equipment

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.

5.1.2.1 Service braking system

5.1.2.2 Secondary braking systemThe 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.

22228. Function of brake equipment8. Function of brake equipment5.2. 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.

5.2.2.1. 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.

23239. Type O Requirement9. Type O Requirement

6.43m/s6.43m/s22Mean fully Mean fully developed developed decelerationdeceleration

100km/h100km/hInitial braking Initial braking speedspeed

65 to 500N65 to 500NForce applied to Force applied to controlcontrol

0.1V+0.0060v0.1V+0.0060v2 2 ((70 m70 m))Stopping distanceStopping distance

Prescribed value and other criteriaPrescribed value and other criteria

(1)(1) Cold condition with Engine DisconnectedCold condition with Engine Disconnected

Focusing pointFocusing point

-- Stopping distanceStopping distance

-- MFDD (Deceleration)MFDD (Deceleration)

-- Vehicle stability Vehicle stability

2424(2)(2) Cold condition with Engine ConnectedCold condition with Engine Connected


-- Stopping distanceStopping distance

-- MFDD (Deceleration)MFDD (Deceleration)

-- Vehicle stability Vehicle stability

5.76m/s5.76m/s22Mean fully Mean fully developed developed decelerationdeceleration

80%Vmax 80%Vmax ≤≤ 160km/h160km/hInitial braking Initial braking speedspeed


0.1V+0.0067v0.1V+0.0067v22Stopping distanceStopping distance

Prescribed values and other criteriaPrescribed values and other criteria

9. Type O Requirement9. Type O Requirement

2525

Braking Force Distribution between Front and Rear axleBraking Force Distribution between Front and Rear axle

for nonfor non--ABS VehiclesABS Vehicles

<Purpose><Purpose>To assure To assure vehicle stabilityvehicle stabilityTo assure To assure steerbilitysteerbility

<Requirement (Calculation)><Requirement (Calculation)>Earlier Rear wheel locking than front wheel is not allowedEarlier Rear wheel locking than front wheel is not allowed for for Stability.Stability.Too Early Front wheel locking is not allowedToo Early Front wheel locking is not allowed for for SteerbilitySteerbility. .

10. Brake Force Distribution Requirement 10. Brake Force Distribution Requirement

2626

(1) (1) FormulaFormula

gP

EhzP

T= NT = f

⋅⋅⋅+1

1

1

11

gP

EhzP

T= NT = f

⋅⋅⋅−2

2

2

22

21:8.015.0 ffZ >≤≤

7.0/)04.0(:8.02.0 1 +≤≤≤ Zfk

<Definition><Definition>Z = Braking ratio( Deceleration/g)Z = Braking ratio( Deceleration/g)k = Theoretical coefficient of k = Theoretical coefficient of

adhesion between adhesion between tyretyre and roadand roadff1 1 = Adhesion utilization of front axle= Adhesion utilization of front axleff2 2 = Adhesion utilization of rear axle= Adhesion utilization of rear axleTT1 1 = Braking force at front axle= Braking force at front axleTT2 2 = Braking force at rear axle= Braking force at rear axleNN1 1 = Front axle load in braking= Front axle load in brakingNN2 2 = Rear axle load in braking= Rear axle load in brakingP = Vehicle massP = Vehicle massPP1 1 = Static front axle load= Static front axle loadPP2 2 = Static rear axle load= Static rear axle loadh = Height of centre of gravityh = Height of centre of gravityE = Wheel baseE = Wheel baseg = Gravity acceleration g=10m/s2g = Gravity acceleration g=10m/s2


EE

PP11

PP22

hh

NN11

NN22

TT11 TT22

<Static><Static> <Braking><Braking>

2727

(2) (2) Brake Force DistributionBrake Force Distribution (Laden & (Laden & UnladenUnladen))

0100200300400500600700800900

1000

0 500 1000 1500 2000

Front brake force T1(kgf)

Rea

r bra

ke f

orce T

2(kg

f)

Actual Brake Force(Calculation)

Ideal Curve Laden

Ideal Curve Unladen


2828

(3)(3) UnladenUnladen ConditionCondition


0100200300400500600700800900

1000

0 500 1000 1500 2000

Front brake force T1 (kgf)

Rear

bra

ke f

orc

e T

2 (

kgf)

Rear lock prescribed line

Front lock prescribed line


2929

(4)(4) Laden ConditionLaden Condition


0100200300400500600700800900

1000

0 500 1000 1500 2000

Front brake force T1 (kgf)

Re

ar

bra

ke

for

ce

T2

(k

gf)

Front lock prescribed line

Rear lock prescribed line


3030

(5) Adhesion Curves (Adhesion Curves (UnladenUnladen))

gP

EhzP

T= NT = f

⋅⋅⋅+1

1

1

11

gP

EhzP

T= NT = f

⋅⋅⋅−2

2

2

22


21:8.015.0 ffZ >≤≤

7.0/)04.0(:8.02.0 1 +≤≤≤ Zfk

ff1 1 = Adhesion utilization of front axle= Adhesion utilization of front axle

ff2 2 = Adhesion utilization of rear axle= Adhesion utilization of rear axle

Adhesion Curve (Unladen)

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.0 0.2 0.4 0.6 0.8

f2

K=(Z+0.04)/0.7

Z (Braking ratio)

K (P

eak

fric

tion

coef

ficie

nt) f1

K=Z

0.15

3131

(6) Adhesion Curves (Laden)Adhesion Curves (Laden)


gP

EhzP

T= NT = f

⋅⋅⋅+1

1

1

11

gP

EhzP

T= NT = f

⋅⋅⋅−2

2

2

22

21:8.015.0 ffZ >≤≤

7.0/)04.0(:8.02.0 1 +≤≤≤ Zfk

ff1 1 = Adhesion utilization front axle= Adhesion utilization front axle

ff2 2 = Adhesion utilization rear axle= Adhesion utilization rear axle

Adhesion Curve (Laden)

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.0 0.2 0.4 0.6 0.8

f1

f2

K=(Z+0.04)/0.7

K=Z

Z (Braking ratio)

K (P

eak

fric

tion

coef

ficie

nt)

0.15

323211. Un11. Un--braked Trailer Requirement braked Trailer Requirement (1) (1) RequirementRequirement

(2) (2) CalculationCalculation

MFDD: 5.4 m/s2MFDD: 5.4 m/s2

PP

Pd = dRM

MMRM ++

ddM+RM+R == Calculated MFDD with TrailerCalculated MFDD with Trailer m/s2m/s2

ddMM = MFDD on Type O test without Trailer= MFDD on Type O test without Trailer

PPM M = Mass of vehicle= Mass of vehicle

PPR R = Max mass of Trailer= Max mass of Trailer

333312. Type I Requirement12. Type I Requirement(1)(1) Hot PerformanceHot Performance

75% requirement 75% requirement 4.82m/s4.82m/s22

60% of Type60% of Type--0 test result0 test result of stopping distanceof stopping distance

60% of Type60% of Type--0 test0 test result of MFDDresult of MFDD

Mean fully Mean fully developed developed decelerationdeceleration


Pedal force equivalent to that applied in TypePedal force equivalent to that applied in Type--0 0 testtest

Force applied to Force applied to controlcontrol

75% of Type75% of Type--00 requirement of cold condition: requirement of cold condition: 0.1V+0.0080v0.1V+0.0080v22 ((90m90m))

Stopping distanceStopping distance

Prescribed values and other criteriaPrescribed values and other criteriaFocusing pointFocusing point

Check Check hot brake hot brake performanceperformance after after certain heating certain heating procedureprocedure

Heating procedureHeating procedureVehicle speedVehicle speed: : 120 120 ---->60 km/h>60 km/h

Brake applicationBrake application::20 times20 times

Braking intervalBraking interval::45 sec45 sec

3434(2)(2) Recovery performanceRecovery performance


Check Check recovery brake recovery brake performanceperformance after after certain cooling certain cooling procedure. procedure.

Too high effectives is Too high effectives is also checkedalso checked

Cooling procedureCooling procedureVehicle speedVehicle speed: :

50 km/h50 km/hBrake applicationBrake application::

4 times4 timesBraking intervalBraking interval::

1.5 km1.5 km



Pedal force equivalent to that used Pedal force equivalent to that used in Typein Type--0 test0 test


70% of Type O test70% of Type O test resultsresultsAndAnd

Equal or less than 150% ofEqual or less than 150% ofType 0Type 0 test resultstest results

Stopping distanceStopping distance


12. Type I Requirement12. Type I Requirement

353513. Secondary Brake Requirement (Failure mode)13. Secondary Brake Requirement (Failure mode)(1) Energy Failure Condition (Vacuum failure etc.)Energy Failure Condition (Vacuum failure etc.)

RemarksRemarks

--Simultaneous double Simultaneous double failures shall not be failures shall not be assumedassumed..

(e.g. Simultaneous failure of (e.g. Simultaneous failure of brake line and booster)brake line and booster)

--The regulation defines The regulation defines certain parts which should certain parts which should be deemed to have be deemed to have sufficient durability and sufficient durability and reliability(Next page).reliability(Next page).

--Warning requirement is Warning requirement is defined. defined.

2.44m/s2.44m/s22Mean fully developed Mean fully developed decelerationdeceleration

100km/h100km/hInitial braking speedInitial braking speed


0.1V+0.0158v0.1V+0.0158v2 2 ((168m168m))Stopping distanceStopping distance


(2) Brake Fluid Leakage Condition (One circuit failure)Brake Fluid Leakage Condition (One circuit failure)

363613. Secondary Brake Requirement (Failure mode)13. Secondary Brake Requirement (Failure mode)

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 thoseprescribed 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.

(3) Provision regarding durability of Brake partsProvision regarding durability of Brake parts

373714. Warning signal14. Warning signal

ControlControlRedRedPKB application (not failure)PKB application (not failure)

RedRed*& *& YellowYellow

RedRed

RedRed

RedRed or or acousticacoustic

Red Red & acoustic*& acoustic*

RedRedwarningwarning

**Only under Only under the specified the specified conditioncondition

Brake power unit failure/Low pressureBrake power unit failure/Low pressure

**FlashingFlashingBreak in the wiring within electric transmission Break in the wiring within electric transmission or failure in the control of EPBor failure in the control of EPB

<6.43 m/s<6.43 m/s22Low voltage of Electric control transmission Low voltage of Electric control transmission resulting in only secondary performance on resulting in only secondary performance on EBSEBS

<6.43 m/s<6.43 m/s22Electric control transmission failure on EBS Electric control transmission failure on EBS resulting in only secondary performanceresulting in only secondary performance

Low energy level in electrically actuated Low energy level in electrically actuated braking systemsbraking systems

Differential circuit pressure/Low fluid levelDifferential circuit pressure/Low fluid levelNoteNoteFaultFault

(1) (1) Summary table of Red warning signalSummary table of Red warning signal

3838

For electric For electric pad wear pad wear Indicator Indicator

YellowYellowPad wearPad wear

YellowYellow

YellowYellow

YellowYellow

YellowYellow

YellowYellowwarningwarning

ABS electrical or sensor failureABS electrical or sensor failure

≧≧6.43 m/s6.43 m/s22Low voltage of electric control Low voltage of electric control transmission on EBStransmission on EBS

≧≧6.43 m/s6.43 m/s22Electric control transmission failure on Electric control transmission failure on failure on EBSfailure on EBS

EBS excessive compensation on EBS excessive compensation on electric control transmission (not failure)electric control transmission (not failure)

Braking force distribution failure among Braking force distribution failure among axles on RBS axles on RBS

NoteNoteFaultFault

(2) (2) Summary table of Yellow warning signalSummary table of Yellow warning signal: :

14. Warning signal14. Warning signal

393915. Parking Brake Requirement15. Parking Brake Requirement

(1) (1) Static parking brake performanceStatic parking brake performance

(2) (2) Trailer towing capacityTrailer towing capacity

@ @ 20% slope20% slopeLever force Lever force << 400N400NPedal force Pedal force << 500N500N

@ @ 12% slope12% slopeLever force Lever force << 400N400NPedal force Pedal force << 500N500N

404015. Parking Brake Requirement15. Parking Brake Requirement

1.5m/s1.5m/s22Mean fully developed Mean fully developed decelerationdeceleration


HandHand--operated:operated: 400N or less400N or lessFootFoot--operated: 500N or lessoperated: 500N or less

Applied forceApplied force

Prescribed values Prescribed values

(3) (3) Dynamic parking brake performanceDynamic parking brake performance

Application of parking brakeApplication of parking brake whenwhen the vehicle is in motionthe vehicle is in motion

414116. Pad/Lining Wear Requirement16. Pad/Lining Wear Requirement5.2.11. Wear of the brakes must be capable of being easily taken up by means of

a system of 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 manual 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 Annex3, paragraph 1.5 (Type-I test).

5.2.11.2. It shall be possible to easily check this wear on service brake linings from the outside or underside of the vehicle utilizing only the tools or equipment normally supplied with the vehicle, for instance, by the provision of appropriate inspection holes or by some other means. Alternatively, acoustic or optical devices warning the driver at his driving position when lining replacement is necessary are acceptable. The removal of front and / or rear wheels is permitted for this purpose. The yellow warning signal specified in paragraph 5.2.21.1.2. below, may be used as the optical warning signal.

424217. Brake Fluid Requirement17. Brake Fluid Requirement

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 caliper 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 full filed, 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 ISO Standard 9128 - 1987 and the appropriate DOT marking (e.g. DOT3). 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.

434318. Other Requirement18. Other Requirement(1)(1) ABS performanceABS performance

<Purpose><Purpose>

①① To check To check Adhesion UtilizationAdhesion Utilization and and Vehicle StabilityVehicle Stability when ABS when ABS activated on *various road condition. activated on *various road condition.

②② Secondary Brake performanceSecondary Brake performance for ABS failure and warning.for ABS failure and warning.

③③ EMCEMC (Electromagnetic Compatibility) (Electromagnetic Compatibility)

* * Various road condition (next page for details)Various road condition (next page for details)A : High A : High μ μ road surfaceroad surfaceB : Low B : Low μ μ road surfaceroad surfaceCC : μ : μ split (different split (different μμ on left / right)on left / right)D : D : μμ jumping (High jumping (High μ μ toto Low Low μ, μ, Low Low μ μ to High to High μ)μ)

4444

Various road conditionVarious road condition

HighHigh μμ

A : High A : High μ μ road surfaceroad surface

LowLow μμ

B : Low B : Low μ μ road surfaceroad surface

HighHigh μμ

LowLow μμ

CC : : μ μ splitsplit (different (different μμ on left / right)on left / right)

HighHigh μμ LowLow μμD : D : μμ jumpjump (Low (Low μ μ to High to High μ)μ)

HighHigh μμLowLow μμD : D : μμ jumpjump (High (High μ μ toto Low Low μ)μ)

18. Other Requirement18. Other Requirement

4545

(1) (1) ABSABS(1)(1)--1 1 ABS EfficiencyABS Efficiency (condition A & B)(condition A & B)

ε=Ζε=ΖALAL/K/KMM≧≧0.750.75ΖΖALAL: Maximum braking rate under ABS control: Maximum braking rate under ABS controlKKMM: Friction coefficient of road surface: Friction coefficient of road surface

(1)(1)--2 2 Check of Check of Vehicle Stability and Wheel LockVehicle Stability and Wheel Lock (condition A,B,C,D)(condition A,B,C,D)

* * Various road conditionVarious road conditionA : High A : High μ μ road surfaceroad surfaceB : Low B : Low μ μ road surfaceroad surfaceCC : μ : μ split (different split (different μμ on left / right)on left / right)D : D : μμ jump (High jump (High μ μ toto low low μ, μ, low low μ μ to High to High μ)μ)


4646

The yaw angle shall not The yaw angle shall not exceed 15 degrees.exceed 15 degrees.

The wheels shall not lock up The wheels shall not lock up at speeds exceeding 15km/h.at speeds exceeding 15km/h.

Vehicle behaviorVehicle behavior

5.1445.144 m/sm/s22

((80% of Type O80% of Type O))Mean fully developed Mean fully developed decelerationdeceleration


The vehicle shall not deviate The vehicle shall not deviate from a 3.5mfrom a 3.5m--wide lane.wide lane.


0.1V+0.075v0.1V+0.075v2 2 ((85m85m))Stopping distanceStopping distance

Prescribed values and other criteriaPrescribed values and other criteria(1)(1)--3 3 Secondary brake performance for ABS failureSecondary brake performance for ABS failure

(1)(1)--4 4 EMC (R10)EMC (R10)

The braking system shall not exhibit any malfunction The braking system shall not exhibit any malfunction caused by Electromagnetic field.caused by Electromagnetic field.

RemarksRemarks

--High High μμ conditioncondition

(Condition A)(Condition A)

Yellow warningYellow warning is is required for electric or required for electric or sensor failure (see sensor failure (see summary table)summary table)


4747

(A) (A) Service braking systems with electric control transmission sysService braking systems with electric control transmission systemstems(i.e.EBS)(i.e.EBS)The requirements for defect or failure within the electric contrThe requirements for defect or failure within the electric control ol transmission transmission

**Secondary brake performanceSecondary brake performance under malfunction of under malfunction of electric control transmissionelectric control transmission

**Static service brake performanceStatic service brake performance**CompensationCompensation**Battery balanceBattery balance with the use of electric energywith the use of electric energy**Warning signalWarning signal

(B) (B) Electric transmission of the parking brake system (i.e.EPB)Electric transmission of the parking brake system (i.e.EPB)The requirements for defect or failure within the electric contrThe requirements for defect or failure within the electric control ol transmission transmission

**Secondary PKB performanceSecondary PKB performance**Warning signalWarning signal

(2) EBSEBS (Electronically Controlled Braking System)(Electronically Controlled Braking System)18. Other Requirement18. Other Requirement

4848

(3) (3) RBSRBS (Regenerative Braking System)(Regenerative Braking System)

This provision is mainly for ElectricThis provision is mainly for Electric--Vehicle and Hybrid vehicle.Vehicle and Hybrid vehicle.

①① Secondly brake performance at system failureSecondly brake performance at system failure

②② Smooth phaseSmooth phase--in between conventional brake(Hydraulic) and in between conventional brake(Hydraulic) and Regenerative brakeRegenerative brake..


4949

(4) (4) Special requirements relating Safety Aspects of Complex Special requirements relating Safety Aspects of Complex Electronic Vehicle Control SystemElectronic Vehicle Control System

<Purpose><Purpose>

This regulation is applied to This regulation is applied to brake system with overbrake system with over--ride electronic ride electronic control system.control system.

(e.g. Hydraulic brake system with ABS, ACC,ESP, etc(e.g. Hydraulic brake system with ABS, ACC,ESP, etc……))

The car manufacture should explain The car manufacture should explain the system control strategy the system control strategy and fail safe conceptand fail safe concept etc. at type approval.etc. at type approval.

Secondary Brake performanceSecondary Brake performance has to be kept when the overhas to be kept when the over--ride ride system failed.system failed.


5050

We would be grateful We would be grateful if this presentation could beif this presentation could be

some help for you!some help for you!

Thank you !Thank you !

KobKob Kun Kun KrubKrub!!

Passenger Vehicle Brake Regulation Comparison Chart （R13H、R13 ,FMVSS105 ）R13H

Test conditions Performance requirement

No Test items

Road

surface

Loading

condition

Gear

position

Initial

speed

of braking

V（km/h）

Control pedal

force

F（N）

Initial

temperature

/ Braking interval

MFDD

α（ｍ/s2）

Stopping

distance

S（m）

R13 M1 （Major differences from R13H）

Note( )：Equivalent stopping

distance of initial 100 km/h

FMVSS105 (Major differences from R13H)

Note( )：Equivalent stopping distance of

initial 100 km/h

① Braking test

at cold condition

N 100 ≧6.43 ≦70 V=80 α≧5.8

Ｓ≦50.7(77)

V=97,F=667,α=6.85

Ｓ≦62(66)

② High speed braking test

at cold condition

Unladen

Laden 80％ Vmax

≦

160km/s2

65～500

65～100℃

≧5.76 S≦0.1V＋0.0067V2 α≧5.0

Ｓ≦0.1V ＋0.077 V2

No requirement

③ Heating procedure

D

120 →60

（15 times）

Pedal force

equivalent of

3.0m/s2

45sec

＿＿＿＿＿＿

Equivalent pedal force ofα=3 at

first time application

V=97→0,α=4.57,640m interval

and should achieveα=4.57

at the 5th time within pedal force of F=667N

④ Braking test at hot

condition

N

100

Pedal force

equivalent of ①

Just after ③ test

α≧60% of ① achieved

value & 75% of specified

value（4.82）

Equivalent stopping

distance S as leftα

α≧60% of ① achieved value &

80% of specified value （4.64）

Test was done at③

⑤ Cooling Procedure D 50

（4 times）

Pedal force

equivalent of

3.0m/s2

＿＿＿＿＿＿

V=48、1.6km、Interval braking for 5times

⑥ Test after heating and

cooling

Dry

Laden

N

100

Pedal force

equivalent of ①

1.5km

70％≦α

(achieved deceleration

value of ①)≦150％

Equivalent stopping

distance S as leftα

No requirement

5th braking pedal force of⑤Ｆ should be 1st

braking pedal force of ⑤Ｆ between +89Ｎ～

(-44Ｎ or 0.6F)

⑦ Adhesion utilization

curve requirement

＿＿＿

＿＿＿

・0.15≦Z≦0.8 f1＞f2

・0.2≦k≦0.8 f1≦(Z+0.04)/ 0.7

・0.15≦Z≦0.8 f1＞f2

0.3≦Z≦0.45 f2＜Z+0.05

・0.2≦k≦0.8 f1≦(Z+0.07)/0.85

⑧ Confirmation of wheel

lock up sequences

Lowμ

Highμ

Unladen

Laden

65

100

65～1000 No rear wheel lock up

first between

0.15≦Z≦0.8

Actual driving test as an option

for ⑦

⑨ Braking test when engine

stopped

Laden ≧6.43 ≦70 V=80, α≧5.8,

S≦50.7(77)

No requirement

⑩ Brake fluid leaking test

Energy failure test

≧2.44

≦168

Ｖ=80, α≧2.9,

S≦93.3(143)

⑪ Variable braking force

distribution function

failure test

≧3.86 ≦110 V=80, α≧2.9

S≦50.7 (77)

⑫ ABS failure test

Unladen

Laden

100

65～500

≧5.15 ≦85 V=80, α≧2.9

S≦93.3 (143)

Ｖ=97、Ｆ=667、

α=2.78,

S≦135(149)

⑬ Static parking brake

performance

＿＿＿ 20％（Without trailer）

12％（With trailer）

18％（Without trailer）

12％（With trailer）

30％、Hand 400N, Foot 557N

⑭ Dynamic parking brake

performance

Dry

Laden

N

30

Hand 400

Foot 500

65～100℃

≧1.5 No requirement

⑮ ABS performance Road surface：Highμ, Lowμ, Splitμ, Highμ→Lowμ, Lowμ→Highμ Adhesion utilizationε≧0.75 and vehicle stability check

⑯ EBS performance ・Warning requirement・Static braking performance・Requirement when low battery

⑰ Complex electronic

control System safety

requirement

・System Control Strategy・Fail Safe Concept

No requirement

⑱ EV performance ・Performance requirement for each category ・Category A：Non part of service brake ・Category B：A part of service brake

Same as R13H

US specified requirement

1

Asia Expert Meeting on Braking for Passenger Vehicles

Asia Expert Meeting on Braking Asia Expert Meeting on Braking for Passenger Vehiclesfor Passenger Vehicles

Third Session Braking TestThird Session Braking Test

2

Applicant(Motor VehicleManufacturer)

Applicant(Motor VehicleManufacturer)

MLITMLIT NTSELNTSEL

Position of NTSELPosition of NTSELPosition of NTSEL

Applic

atio

n

Request for examination

Results of examination

Preliminary

presentation

Determ

ination of the

tests to be conducted

App

rova

l

33

Organization of Organization of ＮＴＳＥＬＮＴＳＥＬ

Executive Directors

Planning Office General Affairs Division

Environmental Research

Department

Automotive Safety Research

Department

Traffic System Research

Department

Automobile Type Approval

Tests Department

PresidentAuditors

44

Outline of NTSELOutline of NTSEL

Collision Safety

Braking

Exhaust Emissions

5

Flow of Examination

I. Worst-case meetingI. Worst-case meeting

II. Checking the test vehicleII. Checking the test vehicle

III. TestsIII. Tests

IV. Final MeetingIV. Final Meeting

66

I. WorstI. Worst--case Meetingcase Meeting

PurposePurpose(i) To determine the vehicles to be tested(i) To determine the vehicles to be tested(ii) To determine the items to be tested(ii) To determine the items to be tested(iii) To determine the test conditions(iii) To determine the test conditions

77

・・OthersOthers・・All vehiclesAll vehicles・・Warning deviceWarning device

・・Vehicles with electronic Vehicles with electronic control transmission systemscontrol transmission systems

・・Additional requirements Additional requirements for electronic control for electronic control transmission systemstransmission systems

・・Vehicles with regenerative Vehicles with regenerative braking systems braking systems

・・Additional requirements Additional requirements for regenerative braking for regenerative braking systemssystems

・・Electromagnetic Electromagnetic compatibilitycompatibility

DescriptionDescription・・Motor vehicles with ABSMotor vehicles with ABSReguRegu--

lationslations

Vehicle CategoryVehicle Category

Outline of Test Items Outline of Test Items -- 11

88

・・All vehiclesAll vehicles・・Braking tests and Braking tests and performance of braking performance of braking systemssystems

Annex Annex 33

・・Vehicles not equipped with Vehicles not equipped with ABSABS

・・Criteria on the Criteria on the distribution of braking distribution of braking among the axles of among the axles of vehiclesvehicles

Annex Annex 55

・・Vehicles with braking Vehicles with braking systems requiring energy systems requiring energy storage devices with storage devices with hydraulic fluid under hydraulic fluid under pressurepressure

・・Provisions relating to Provisions relating to energy storage devices energy storage devices and energy sourcesand energy sources

Annex Annex 44

Vehicle CategoryVehicle CategoryDescriptionDescription


99

・・Vehicles fitted with ABSVehicles fitted with ABS・・ Test requirements for Test requirements for vehicles fitted with antivehicles fitted with anti--lock lock braking systemsbraking systems

Annex Annex 66

・・Vehicles fitted with complex Vehicles fitted with complex electronic vehicle control electronic vehicle control systemssystems

・・Methods for testing Methods for testing compliance with special compliance with special requirements for the safety requirements for the safety aspects of complex electronic aspects of complex electronic vehicle control systemsvehicle control systems

Annex Annex 88

・・May be applied in the event of May be applied in the event of a modification of vehicle type a modification of vehicle type resulting from the fitting of brake resulting from the fitting of brake linings of another type to linings of another type to vehicles which have been vehicles which have been approvedapproved

・・Inertia chassis dynamometer Inertia chassis dynamometer test method for brake liningstest method for brake linings

Annex Annex 77



1010

I I –– (i) Determining the Vehicles to Be Tested(i) Determining the Vehicles to Be Tested

The specifications of the vehicle for which the application The specifications of the vehicle for which the application has been filed are verified and the minimum necessary has been filed are verified and the minimum necessary vehicles or devices are selected for testing.vehicles or devices are selected for testing.The selection is made in five categories, each divided The selection is made in five categories, each divided into two subcategories: criteria A and criteria B.into two subcategories: criteria A and criteria B.Criteria A: Criteria A: Each vehicle or device, when different from Each vehicle or device, when different from others in specifications in these criteria, must be tested, others in specifications in these criteria, must be tested, because comparing specifications does not allow tests to because comparing specifications does not allow tests to be limited to the most unfavorable ones. be limited to the most unfavorable ones. Criteria B: Criteria B: Some vehicles or devices, even if they are of Some vehicles or devices, even if they are of different specifications in these criteria, may be exempt different specifications in these criteria, may be exempt from testing, because comparing their specifications from testing, because comparing their specifications allows tests to be limited to the most unfavorable ones.allows tests to be limited to the most unfavorable ones.

1111

I I –– (i)(i) Determining the Vehicles to Be Tested Determining the Vehicles to Be Tested

OO

OOOO

OO

OOOO

OO

Criteria Criteria AA

OO

Criteria Criteria BB

Considers the differences in Considers the differences in braking systemsbraking systems

Service Service braking system, braking system, ABSABS

(1)(1)

Complex Complex electronic electronic vehicle control vehicle control systemsystem

ElectroElectro--magnetic magnetic compatibilitycompatibility

Warning Warning devicedevice

Parking Parking braking systembraking system

CategoryCategory

Considers the differences in Considers the differences in control systems installed control systems installed

(5)(5)

Considers the differences in Considers the differences in influences of radiowave radiationinfluences of radiowave radiation

(4)(4)

Considers the differences in Considers the differences in systems warning the driver upon systems warning the driver upon failurefailure

(3)(3)

Considers the differences in Considers the differences in braking systemsbraking systems

(2)(2)

DescriptionDescription

1212

(1) (1) -- 1 Service Braking System, ABS1 Service Braking System, ABS

Material and size of linings or padsMaterial and size of linings or pads(viii)(viii)Brake drum diameter or disc effective diameterBrake drum diameter or disc effective diameter(vii)(vii)Internal diameter of wheel cylinder or chamberInternal diameter of wheel cylinder or chamber(vi)(vi)Servo device typeServo device type(v)(v)

Braking force control modeBraking force control mode(iv)(iv)Actuation system and controlled wheelsActuation system and controlled wheels(iii)(iii)Braking typeBraking type(ii)(ii)Brake actuation modeBrake actuation mode(i)(i)

Criteria ACriteria A

1313

(1) (1) -- 2 Service Braking Systems, ABS2 Service Braking Systems, ABS

Vehicle weightVehicle weight(vii)(vii)

Test condition speedTest condition speed(vi)(vi)

Lining or pad heat characteristics Lining or pad heat characteristics (v)(v)

Tire dynamic load radiusTire dynamic load radius(iv)(iv)

Brake pedal ratioBrake pedal ratio(iii)(iii)

Multiplication factor of servo deviceMultiplication factor of servo device(ii)(ii)

Master cylinder boreMaster cylinder bore(i)(i)Criteria BCriteria B

1414

(2) (2) -- 1 Parking Braking System1 Parking Braking System

Material of linings or padsMaterial of linings or pads(v)(v)

Brake drum diameter or brake disc Brake drum diameter or brake disc effective diametereffective diameter

(iv)(iv)

Operation modeOperation mode(iii)(iii)

Braking typeBraking type(ii)(ii)

Actuation system and controlled wheelsActuation system and controlled wheels(i)(i)Criteria ACriteria A

1515

(2) (2) -- 2 Parking Brake System2 Parking Brake System

Vehicle weightVehicle weight(iv)(iv)

Test condition speedTest condition speed(iii)(iii)

Total lever ratioTotal lever ratio(ii)(ii)

Tire dynamic load radiusTire dynamic load radius(i)(i)Criteria BCriteria B

1616

(3)(3) Warning DeviceWarning Device

Location of warning displayLocation of warning display(iv)(iv)

Form and size of reservoir tankForm and size of reservoir tank(iii)(iii)

Warning detection typeWarning detection type(ii)(ii)

Warning display typeWarning display type(i)(i)Criteria ACriteria A

1717

(4) (4) -- 1 Electromagnetic Compatibility1 Electromagnetic Compatibility

BodylineBodyline(iii)(iii)

Type of combined sensorType of combined sensor(ii)(ii)

Type of ABS control unitType of ABS control unit(i)(i)Criteria ACriteria A

1818

(4) (4) -- 2 Electromagnetic Compatibility2 Electromagnetic Compatibility

OthersOthers(v)(v)Location of ABS control unitLocation of ABS control unit(iv)(iv)Detailed bodyline and material of the vehicleDetailed bodyline and material of the vehicle(iii)(iii)

Whether there are differences in availability of Whether there are differences in availability of control functions or circuits in the combined control functions or circuits in the combined sensorsensor

(ii)(ii)

Whether there are differences in availability of Whether there are differences in availability of control functions in the ABS control unitcontrol functions in the ABS control unit

(i)(i)Criteria BCriteria B

1919

(5) Complex Electronic Vehicle Control Systems(5) Complex Electronic Vehicle Control Systems

Safety conceptSafety concept(iii)(iii)System configurationSystem configuration(ii)(ii)

Specifications of the complex Specifications of the complex electronic system that controls the electronic system that controls the brakesbrakes

(i)(i)Criteria ACriteria A

2020

I I –– (ii)(ii) Determining the Test Items (Service Determining the Test Items (Service Braking System): Example of Selection (5 Models)Braking System): Example of Selection (5 Models)

←←←←←←←←Resin Resin MoldMold

Pad materialPad material

←←←←

←←←←

←←R:200R:200

←←R:180R:180

F:220F:220R:200R:200

Disc effective Disc effective diameterdiameter

←←←←60/3060/30←←54/3054/30Wheel cylinder Wheel cylinder borebore

←←←←←←←←Vacuum Vacuum typetype

Servo device Servo device typetype

←←←←

←←←←

←←←←

←←←←

ABSABSESPESP

Control modeControl mode

←←←←←←←←X pipingX pipingActuation Actuation systemsystem

←←←←←←Di / DiDi / DiDi / LTDi / LTBraking typeBraking type←←←←←←←←HydraulicHydraulicActuation modeActuation mode

Specs Specs 55

Specs Specs 44

Specs Specs 33

Specs Specs 22

Specs Specs 1 1


2121

←←←←SolidSolidPad heat Pad heat characteristicscharacteristics

0.3150.3150.3050.3050.3100.310Tire dynamic load Tire dynamic load radiusradius

←←←←2.52.5Brake pedal ratioBrake pedal ratio

6.06.07.07.06.56.5Servo device Servo device multiplication factormultiplication factor

20.520.522.022.020.520.5Master cylinder boreMaster cylinder bore

Specs Specs 55

Specs Specs 44

Specs Specs 33

Criteria BCriteria B

2222

Ｉ－Ｉ－(ii)(ii) Determining the Test Items (Parking Braking) Determining the Test Items (Parking Braking) Examples of Selection (Examples of Selection (５５ Models)Models)

←←←←←←←←ResinResinMoldMold

Lining or pad Lining or pad materialsmaterials

←←←←200200180180200200Brake drum Brake drum diameter or disc diameter or disc effective effective diameterdiameter

←←←←PedalPedal←←LeverLeverOperation modeOperation mode

←←←←←←DiDiLTLTBraking typeBraking type

←←←←←←←←WheelsWheelsParking brake Parking brake typetype

Specs Specs 55

Specs Specs 44

Specs Specs 33

Specs Specs 22

SpecsSpecs11


2323

24.524.522.522.525.5 25.5 Total lever ratioTotal lever ratio

0.3050.3050.3150.3150.3100.310Tire dynamic load Tire dynamic load diameterdiameter

5 specs5 specs4 specs4 specs3 specs3 specsCriteria BCriteria B

2424

1313--H Outline of Test Items H Outline of Test Items -- 11[Test Vehicles: Specs 1 = With ABS, without ECB, [Test Vehicles: Specs 1 = With ABS, without ECB, without regenerative, maximum speed 200km/h]without regenerative, maximum speed 200km/h]

・・OthersOthers

・・All vehiclesAll vehicles・・Warning deviceWarning device

・・Vehicles with electronic Vehicles with electronic control transmission control transmission systemssystems

・・Additional Additional requirements for requirements for electronic control electronic control transmission transmission systemssystems

・・Vehicles with regenerative Vehicles with regenerative braking systems braking systems

・・Additional Additional requirements for requirements for regenerative braking regenerative braking systemssystems

・・Electromagnetic Electromagnetic compatibilitycompatibility

DescriptionDescription

Marked with Marked with OO

if applicableif applicable

・・Vehicles with ABSVehicles with ABSReguRegu--lationslations

ApplicabilityApplicabilityVehicle CategoryVehicle Category

2525

1313--H Outline of Test Items H Outline of Test Items -- 22

OO・・All vehiclesAll vehiclesBraking tests and Braking tests and performance of braking performance of braking systemssystems

Annex Annex 33

XX・・Vehicles not equipped Vehicles not equipped with ABSwith ABS

Criteria on the Criteria on the distribution of braking distribution of braking among the axles of the among the axles of the vehiclevehicle

Annex Annex 55

XX・・Vehicles with braking Vehicles with braking systems requiring energy systems requiring energy storage devices with storage devices with hydraulic fluid under hydraulic fluid under pressurepressure

Provisions relating to Provisions relating to energy storage devices energy storage devices and energy sourcesand energy sources

Annex Annex 44

ApplicabilityApplicabilityVehicle CategoryVehicle CategoryDescriptionDescription

2626

1313--H Outline of Test Items H Outline of Test Items -- 33

OO・・Vehicles fitted with ABSVehicles fitted with ABS・・Test requirements for Test requirements for vehicles fitted with antivehicles fitted with anti--lock lock systemssystems

Annex Annex 66

OO・・Vehicles fitted with Vehicles fitted with complex electronic complex electronic vehicle control systemsvehicle control systems

・・Methods for testing Methods for testing compliance with special compliance with special requirements for the safety requirements for the safety aspects of complex aspects of complex electronic vehicle control electronic vehicle control systemssystems

Annex Annex 88

XX・・May be applied in the May be applied in the event of a modification of event of a modification of vehicle type resulting vehicle type resulting from the fitting of brake from the fitting of brake linings of another type to linings of another type to vehicles which have been vehicles which have been approvedapproved

・・Inertial chassis Inertial chassis dynamometer test method dynamometer test method for brake liningsfor brake linings

Annex Annex 77

Test Test ApplicabilityApplicability


2727

I I –– (iii) Determining the Test Conditions (iii) Determining the Test Conditions

50km/h50km/hOO

120km/h120km/h60km/h60km/h

OOTypeType--II(Procedure)(Procedure)

30km/h30km/hOOTypeType--00(Parking)(Parking)

100km/h100km/hOOTypeType--00(With failure)(With failure)

160km/h160km/hOOTypeType--0 0 (Normal operation)(Normal operation)

100km/h100km/hOOTypeType--00(Normal operation)(Normal operation)

Test Test ConditionsConditions

With Engine With Engine DisconnectedDisconnected

With Engine With Engine ConnectedConnected

Test ItemsTest Items

2828

I I –– (iii) Determining the Test Conditions(iii) Determining the Test Conditions

Complex electronic Complex electronic vehicle control systemsvehicle control systems

Electromagnetic Electromagnetic compatibilitycompatibility

Prescribed Prescribed speedspeed

OOABSABS

WarningWarning

20% grade20% gradeParking brakes (Static)Parking brakes (Static)

100km/h100km/hOOTypeType--II

Test Test ConditionsConditions

With Engine With Engine DisconnectedDisconnected

With Engine With Engine ConnectedConnected

Test ItemsTest Items

29

II. Checking the Test VehicleII. Checking the Test Vehicle

Control angleControl angle

Deceleration timeDeceleration time


Wheel lockup at Wheel lockup at speeds exceeding speeds exceeding 15km/h15km/h


ＭＭeanean fully developed fully developed decelerationdeceleration

Initial braking speed Initial braking speed and stopping distance and stopping distance

Braking temperature Braking temperature before brakingbefore braking

Check pointsCheck points

OO

OO

OOOO

OOOO

OOOOOO

OOOOOO

OOOOOO

OOOOOO

ABSABSParking Parking brakingbraking

Service braking Service braking and braking and braking with failurewith failure

Steering angle sensor

Measuring equipment

Visual and feeling

Wheel speed sensor

Pedal force

Deceleration

Fifth wheel or non-contact

Thermocouple

Preparation of the Test VehiclePreparation of the Test Vehicle

30

Fitting Sensors on the VehicleFitting Sensors on the Vehicle

Wheel speed sensor

Non-contact type speedometer

Steering angle sensor

31

Fitting Sensors on the VehicleFitting Sensors on the Vehicle

Fifth wheel type speedometer

Thermocouple for measuring brake temperature

32

Fitting Measuring Equipment on the Vehicle (Preparation of the Fitting Measuring Equipment on the Vehicle (Preparation of the instrument to measure the force applied to control)instrument to measure the force applied to control)

33

Installing Measuring Results DisplaysInstalling Measuring Results Displays

Measuring equipment

・Deceleration time

・Temperature before braking

・Stopping distance

Displays

・Deceleration

・Force applied to control

・Vehicle speed

34

Displays of Measuring EquipmentDisplays of Measuring Equipment

Temperature monitor

Main body of the onboard measuring unit

Main display

Speed/deceleration/force applied to control Monitor

Amplifier for non-contact type onboard measuring unit

35

Alternating PipesAlternating Pipes

Cut valve

Installation of return pipes

3636

Checking Data and Parts Against Checking Data and Parts Against Application DocumentsApplication Documents

Rotor diameter and Rotor diameter and thicknessthicknessPad size (ID number)Pad size (ID number)Wheel and cylinder Wheel and cylinder diametersdiameters

3737

Master back

Master cylinder

ABS modulator

Tire size

3838

Wheel speed sensor

Acceleration sensor

ABS modulator

Engine control CPU

Yaw rate sensor

Steering control angular rotation sensor

3939

III. Conducting TestsIII. Conducting TestsData to be confirmed on the test vehicle:Data to be confirmed on the test vehicle:

(i) Type and chassis number(i) Type and chassis number(ii) Engine type(ii) Engine type(iii) Tire size and air pressure(iii) Tire size and air pressure(iv) Measuring equipment and its (iv) Measuring equipment and its calibration calibration

(v) Weight(v) Weight

Test conditions to be confirmed:Test conditions to be confirmed:(i) Weather conditions(i) Weather conditions(ii) State of road surfaces(ii) State of road surfaces

4040

Road Surface: Service BrakingRoad Surface: Service Braking

Road surface Road surface affording good affording good adhesionadhesionFlat and level, Flat and level, straightstraight--line line pavement pavement (except for fade (except for fade test)test)Road width at Road width at braking pointsbraking points

4141

Parking BrakingParking Braking

20% grade slope

4242

ABSABS

Basalt tile pavement

4343

Electromagnetic CompatibilityElectromagnetic Compatibility

Anechoic Anechoic Chamber Chamber

4444

TypeType--0 (With Engine Disconnected) In Normal Operation0 (With Engine Disconnected) In Normal Operation

Sp

eed

Time

Stopping distance

Braking point

Temperature before braking

65 to 100 °CGearshift lever in neutral

Initial braking speed at 100km/h

4545

TypeType--0 (With Engine Disconnected) In Normal Operation0 (With Engine Disconnected) In Normal Operation

Data to be Data to be confirmed:confirmed:

(i) Initial braking (i) Initial braking speedspeed

(ii) Stopping (ii) Stopping distancedistance

(iii) Mean fully (iii) Mean fully developed developed decelerationdeceleration

(iv) Force applied (iv) Force applied to controlto control

(v) Vehicle (v) Vehicle behaviorbehavior

No abnormal vibrations.No abnormal vibrations.


The wheels shall not lock The wheels shall not lock up at speeds exceeding up at speeds exceeding 15km/h.15km/h.


6.43m/s6.43m/s22 or moreor moreMean fully Mean fully developed developed decelerationdeceleration

98% or more of 100km/h98% or more of 100km/hInitial braking Initial braking speedspeed



0.1V+0.0060v0.1V+0.0060v2 2 or lessor lessStopping Stopping distancedistance

Prescribed value and other criteriaPrescribed value and other criteria

4646

TypeType--0 (With Engine Connected)0 (With Engine Connected)

Sp

eed

Time

Stopping distance

Braking point


65 to 100 °CGearshift lever in drive

Initial braking speed: 80% Vmax ≤ 160km/h

4747

TypeType--0 (With Engine Connected)0 (With Engine Connected)









The wheels shall not lock up The wheels shall not lock up at speeds exceeding 15km/h.at speeds exceeding 15km/h.



98% or more of 80%Vmax ≤160km/h

Initial braking Initial braking speedspeed



0.1V+0.0067v0.1V+0.0067v22 or lessor lessStopping distanceStopping distance


4848

TypeType--0 (With Engine Disconnected Upon Failure) With 0 (With Engine Disconnected Upon Failure) With Braking Fluid LeakingBraking Fluid Leaking

E

F

A B

C

D

Normal Operation

Reservoir

ABS modulator

FR

FL

RR

RL

FL

RR

FR

RL

4949

TypeType--0 (With Engine Disconnected Upon Failure) With 0 (With Engine Disconnected Upon Failure) With Brake Fluid LeakingBrake Fluid Leaking

E

F

A B

C

D

FL and RR in failure

Reservoir

ABS modulator

FR

FL

RR

RL

FL

RR

FR

RL

5050

TypeType--0 (With Engine Disconnected Upon Failure) With 0 (With Engine Disconnected Upon Failure) With Brake Fluid LeakingBrake Fluid Leaking

E

F

A B

C

D

FR and RL in failure

Reservoir

ABS modulator

FR

FL

RR

RL

FL

RR

FR

RL

11

TypeType--0 (With Engine Disconnected) With 0 (With Engine Disconnected) With Brake Fluid LeakingBrake Fluid Leaking

Sp

eed

Time

Stopping distance

Braking point




22

TypeType--00 (With Engine Disconnected) (With Engine Disconnected) With Brake Fluid LeakingWith Brake Fluid Leaking













The vehicle shall not The vehicle shall not deviate from a 3.5mdeviate from a 3.5m--wide wide lane.lane.




33

TypeType--0 (With Engine Disconnected) 0 (With Engine Disconnected) With Energy FailureWith Energy Failure

Make the master power fail by removing the vacuum hose

44

TypeType--0 (With Engine Disconnected) 0 (With Engine Disconnected) With Energy FailureWith Energy Failure

Sp

eed

Time

Stopping distance

Braking point




55

TypeType--0 (With Engine Disconnected Upon Failure) With 0 (With Engine Disconnected Upon Failure) With Energy FailureEnergy Failure















0.1V+0.0158v0.1V+0.0158v2 2 or lessor lessStopping distanceStopping distance


66

TypeType--0 (With Engine Disconnected) 0 (With Engine Disconnected) Parking BrakingParking Braking

Sp

eed

Time

Stopping distance

Braking point


65 to 100 °C

Gearshift lever in neutral Initial braking

speed at 30km/h

Deceleration immediately before stopping: 1.5m/s22

or more

77

TypeType--0 (With Engine Disconnected) 0 (With Engine Disconnected) Parking BrakingParking Braking



(ii) Force applied (ii) Force applied to controlto control

(iii) Mean fully (iii) Mean fully developed developed speedspeed

(iv) Deceleration (iv) Deceleration immediately immediately before stoppingbefore stopping


1.5m/s1.5m/s22 or moreor moreDeceleration Deceleration immediately immediately before stoppingbefore stopping

98% or more of 98% or more of 30km/h30km/h

Initial braking Initial braking speedspeed

HandHand--operated:operated:400N or less400N or lessFootFoot--operated: 500N operated: 500N or lessor less

Force applied Force applied to controlto control


88

Parking Braking (Static Test)Parking Braking (Static Test)

20% grade

Gearshift lever in neutral

Up gradient

Down gradient

99

Parking Braking (Checking the warning device)Parking Braking (Checking the warning device)

Actuate the parking brake

Make sure that the warning signal lights up

1010

TypeType--0 (With Engine Disconnected) 0 (With Engine Disconnected) With ABS FailureWith ABS Failure

ABS failureMake sure that ABS warning signal lights up

1111


Sp

eed

Time

Stopping distance

Braking point




1212


Data to be Data to be confirmedconfirmed

(i) Initial (i) Initial braking speedbraking speed



(iv) Force (iv) Force applied to applied to controlcontrol












1313

TypeType--I (Heating Procedure)I (Heating Procedure)S

peed

Time

Temperature before braking:

Only the 1st time 65 to 100 °C

Gearshift lever in drive

Initial braking speed: 80%Vmax ≤ 120km/h

Intervals between the start of successive braking: 45 sec.

Repeat 15 times

1/2V1

Deceleration: 3.0m/s2 or more

1414

TypeType--I (Braking at High Temperatures)I (Braking at High Temperatures)

Sp

eed

Time

Stopping distance Braking point



15th braking

1515

TypeType--I (Braking at High Temperatures)I (Braking at High Temperatures)







75% requirement 4.82m/s75% requirement 4.82m/s22 or moreor more

60% requirement60% requirement60% or more of the performance results 60% or more of the performance results of Typeof Type--0 test0 test


The yaw angle shall not exceed 15 The yaw angle shall not exceed 15 degrees.degrees.

The wheels shall not lock up at speeds The wheels shall not lock up at speeds exceeding 15km/h.exceeding 15km/h.

Vehicle Vehicle behaviorbehavior

60% requirement60% requirement60% or more of the performance results 60% or more of the performance results of Typeof Type--0 test0 test


98% or more of 100km/hInitial braking Initial braking speedspeed

The vehicle shall not deviate from a The vehicle shall not deviate from a 3.5m3.5m--wide lane.wide lane.

Pedal force equivalent to that applied in Pedal force equivalent to that applied in TypeType--0 test0 test


75% requirement75% requirement0.1V+0.0080v0.1V+0.0080v22 or lessor less

Stopping Stopping distancedistance


1616

TypeType--I (Cooling Procedure)I (Cooling Procedure)

Sp

eed

Time

Gearshift lever in drive


Interval between the start of successive braking: 1.5km

Repeat 4 times

Deceleration: 3.0m/s2 or more

1717

TypeType--I (Braking After Heating and Cooling)I (Braking After Heating and Cooling)S

peed

Time

Stopping distance Braking point



4th braking

1818

TypeType--I (Braking After Heating and Cooling)I (Braking After Heating and Cooling)

Data to be Data to be confirmedconfirmed







The yaw angle shall not exceed The yaw angle shall not exceed 15 degrees.15 degrees.

The wheels shall not lock up at The wheels shall not lock up at speeds exceeding 15km/h.speeds exceeding 15km/h.



98% or more of 100km/hInitial braking Initial braking speedspeed


Pedal force equivalent to that Pedal force equivalent to that used in Typeused in Type--0 test0 test


70% or more and 150% or less 70% or more and 150% or less of the performance results of of the performance results of TypeType--0 test0 test

Stopping Stopping distancedistance


1919

ABS TestsABS Tests

PurposePurposeTo confirm the braking force utilization rate and other data To confirm the braking force utilization rate and other data while ABS actuation, using road surfaces of different while ABS actuation, using road surfaces of different adhesion coefficients.adhesion coefficients.

Road surface: DefinitionsRoad surface: Definitions(i) High (i) High μμ surface = A road surface having an adhesion surface = A road surface having an adhesion coefficient of about 0.8 coefficient of about 0.8

(ii) Low (ii) Low μμ surface = A road surface having an adhesion surface = A road surface having an adhesion coefficient of 0.3 or lesscoefficient of 0.3 or less

(iii) Split (iii) Split μμ surface = A road surface where the left and right surface = A road surface where the left and right wheels have different adhesion utilization coefficients wheels have different adhesion utilization coefficients

2020

Outline of ABS TestsOutline of ABS Tests

Check braking and warning Check braking and warning operation on dry roads with ABS in operation on dry roads with ABS in failurefailure

(1) Braking test and (1) Braking test and confirmation of warning confirmation of warning operation upon ABS operation upon ABS failurefailure

Measure the adhesion coefficient Measure the adhesion coefficient between the tires and the road between the tires and the road surfacesurface

(4) Measurement of (4) Measurement of ＫＫ

Measure ZMeasure ZALAL of the vehicle on a of the vehicle on a split split μμ surfacesurface

(3) Measurement of (3) Measurement of ZZMALSMALS

Measure the braking rate of the Measure the braking rate of the vehicle with ABS vehicle with ABS

(2) Measurement of Z(2) Measurement of ZALAL

Test ItemsTest Items DescriptionDescription

2121

Outline of ABS TestsOutline of ABS Tests

(d) Split (d) Split μμ surface surface testtest

(c)(c) From low From low μμsurface to high surface to high μμsurface testsurface test

(b)(b) From high From high μμsurface to low surface to low μμsurface testsurface test

(a) Wheel lockup (a) Wheel lockup confirmation testconfirmation test

Check the vehicleCheck the vehicle’’s behavior upon braking s behavior upon braking on a road surface where the left and right on a road surface where the left and right wheels have different adhesion wheels have different adhesion coefficientscoefficients

Check the vehicleCheck the vehicle’’s behavior while braking s behavior while braking while passing from a low while passing from a low μμ surface to a surface to a high high μμ surfacesurface

Check the vehicleCheck the vehicle’’s behavior while braking s behavior while braking while passing from a high while passing from a high μμ surface to a surface to a low low μμ surfacesurface

Make sure that the wheels do not lock up Make sure that the wheels do not lock up under ABS controlunder ABS control

(5) Additional confirmation (5) Additional confirmation of vehicles equipped with of vehicles equipped with ABSABS

Test ItemsTest Items DescriptionDescription

2222

ABS Marking for Visual Check of LockupABS Marking for Visual Check of Lockup

Mark the wheels to allow you to visually check wheel rotation

2323

ABS Adhesion Utilization Rate (Measuring ZABS Adhesion Utilization Rate (Measuring ZALAL))

Measure on low Measure on low μμ and high and high μμ surfaces.surfaces.Apply the brakes with ABS actuated.Apply the brakes with ABS actuated.Repeat the test three times and calculate the Repeat the test three times and calculate the mean time (tm).mean time (tm).Calculate the maximum braking factor (ZCalculate the maximum braking factor (ZALAL) from ) from the mean time (tm).the mean time (tm).

ZZALAL = 0.849 / tm= 0.849 / tm

2424

ABS Adhesion Utilization Rate (Measuring ZABS Adhesion Utilization Rate (Measuring ZALAL))

Sp

eed

Time

Time required t



45km/h

15km/h

2525

ABS Adhesion Utilization Rate (Measuring K)ABS Adhesion Utilization Rate (Measuring K)

The vehicle is braked only on the front axle and The vehicle is braked only on the front axle and only on the rear axle.only on the rear axle.ABS is not actuated.ABS is not actuated.Measure three t within 5% of the minimum Measure three t within 5% of the minimum values measured (tmin) and determine the mean values measured (tmin) and determine the mean value (tm).value (tm).If it is not possible to get three values, tmin may If it is not possible to get three values, tmin may be used.be used.

Zm = 0.566 / tmZm = 0.566 / tm

2626

ABS (Measuring K) Front Axle BrakingABS (Measuring K) Front Axle Braking

E

F

A B

C

D

Rear Axle in Failure

Reservoir

ABS modulator

FR

FL

RR

RL

FL

RR

FR

RL

2727

ABS (Measuring K) Rear Axle BrakingABS (Measuring K) Rear Axle Braking

E

F

A B

C

D

Front Axle in Failure

Reservoir

ABS modulator

FR

FL

RR

RL

FL

RR

FR

RL

2828

ABS Adhesion Utilization (Measuring K)ABS Adhesion Utilization (Measuring K)

Sp

eed

Time

Time required t



40km/h

20km/h

2929

ABS (Measuring K; High ABS (Measuring K; High μμ surface) surface) Wheel Speed Waveforms Upon Front Axle FailureWheel Speed Waveforms Upon Front Axle Failure

0 1 2 3 Time (s)

0

10

20

30

40

50

60

70

Spee

d (

km/h

)Fifth wheel Left Front

Right Front

Left Rear

Right Rear

3030

ABS (Measuring K; High ABS (Measuring K; High μμ surface) With the Front Axle surface) With the Front Axle in Failurein Failure：： Wheel Speed Waveforms Upon LockupWheel Speed Waveforms Upon Lockup

0 1 2 3 Time (s)

0

10

20

30

40

50

60

70

Spee

d (

km/h

)

Fifth wheel Left Front

Right Front

Left Rear

Right Rear

3131

ABS (Measuring K; high ABS (Measuring K; high μμ surface) With Front Axle in surface) With Front Axle in FailureFailure：：Wheel Speed Waveforms at Limit PointWheel Speed Waveforms at Limit Point

0 1 2 3 Time (s)

0

10

20

30

40

50

60

70

Spee

d (

km/h


Right Front

Left Rear

Right Rear

3232

ABS Measuring Braking Ratio (ZABS Measuring Braking Ratio (ZMALSMALS))

Apply the brakes while the vehicle is running straddling both Apply the brakes while the vehicle is running straddling both of the high of the high μμ and low and low μμ surfaces.surfaces.Repeat the test three times and calculate the mean time (tm).Repeat the test three times and calculate the mean time (tm).Calculate the braking ratio (Calculate the braking ratio (ＺＺMASLMASL) from the mean time (tm).) from the mean time (tm).

ZZMALS MALS = 0.849 / tm= 0.849 / tmThe braking ratio (ZThe braking ratio (ZMALSMALS) must satisfy the following formulas:) must satisfy the following formulas:

ZZMALS MALS ≥≥ 0.75 X 4K0.75 X 4KLL+K+KH H 55

ZZMALSMALS ≥≥ KKLL

3333

ABS Measuring Braking Ratio (ZABS Measuring Braking Ratio (ZMALSMALS))

Wet asphalt pavement (high μμ surface)


Basalt tile pavement (low μ surface)

Measuring steering angle

Sp

eed

TimeTime required t


45km/h

15km/h

3434

ABS Determining the Friction Force Utilized (ABS Determining the Friction Force Utilized (εε))

Definition: the maximum braking ratio (ZDefinition: the maximum braking ratio (ZALAL) ) under ABS operation divided by the friction under ABS operation divided by the friction factor (Kfactor (KMM))

εε = Z= ZALAL / K/ KMM

εε ≥≥ 0.750.75

3535

ABS Checking the Warning DeviceABS Checking the Warning Device

Upon an electrical failure or sensor anomaly Upon an electrical failure or sensor anomaly affecting the system, the warning device shall affecting the system, the warning device shall properly work to warn the driver.properly work to warn the driver.

Sensor anomalies, which cannot be detected under static conditions, shall be detectednot later than when the vehicle speed exceeds 15km/h.

3636


ABS in failureMake sure that the ABS warning signal lights up

Make sure the warning device works properly upon electrical failure

3737


Make sure the warning device works properly upon sensor anomaly

Make sure that the ABS warning signal lights up

Remove the pulse detector of the wheel speed sensor, without removing the sensor’s connector.

Vehicle speed of 15km/h or less

3838

ABS Additional TestsABS Additional Tests

PurposePurposeTo confirm the following under various To confirm the following under various road surface conditions:road surface conditions:(i) The wheels do not lock up.(i) The wheels do not lock up.(ii) The vehicle behavior is stable.(ii) The vehicle behavior is stable.

3939

ABS Additional Tests (Criteria to Be Checked)ABS Additional Tests (Criteria to Be Checked)

OOOOOOOOOOThe wheels do not lock The wheels do not lock up at speeds exceeding up at speeds exceeding 15km/h15km/h

OOThe vehicle does not The vehicle does not cross the border line on cross the border line on the road surfacethe road surface

OO

OO

50km/h50km/h

From From low low μμ surface surface to high to high μμsurfacesurface

OO

OO

OO

40km/h40km/h

Split Split μμsurfacesurface

OO

OO

40 and 40 and 120km/h120km/h

From From high high μμsurface to surface to low low μμ surfacesurface

The steering angle does The steering angle does not exceed 120 degrees not exceed 120 degrees during the first two during the first two seconds and 240 degrees seconds and 240 degrees throughout the testthroughout the test

OOOOThe yaw angle does not The yaw angle does not exceed 15 degreesexceed 15 degrees

OOOOThe vehicle does not The vehicle does not deviate from a 3.5mdeviate from a 3.5m--wide wide lanelane



Test speedTest speed

Low Low μμsurfacesurface

High High μμsurfacesurface

Criteria to be checkedCriteria to be checked

4040

ABS Additional Tests (Low ABS Additional Tests (Low μμ surface)surface)

Basalt tile pavement (low μ surface)

Sp

eed

Time


Initial braking speed at 40km/hGearshift

lever in neutral

4141

ABS Additional Tests (High ABS Additional Tests (High μμ surface)surface)

Wet asphalt pavement (High μ surface)

Sp

eed

Time


Initial braking speed at 40km/hGearshift

lever in neutral

4242

ABS Additional Tests ABS Additional Tests (From low (From low μμ surface to high surface to high μμ surface)surface)

Basalt tile pavement (Low μ surface)


At this point, vehicle speed at 50km/h

Put ABS in full cycle

Sp

eed

Time


4343

ABS Additional Tests (From low ABS Additional Tests (From low μμ surface to high surface to high μμsurface): Wheel Speed Waveformssurface): Wheel Speed Waveforms

0 1 2 Time (s)

0

10

20

30

40

50

60

70

Spee

d (

km/h


Right Front

Left Rear

Right Rear

4444

ABS Additional Tests ABS Additional Tests (From high (From high μμ surface to low surface to low μμ surface)surface)


Basal tile pavement (Low μ surface)


Put ABS in full cycle

Sp

eed

Time



4545

ABS Additional Tests (From high ABS Additional Tests (From high μμ surface to low surface to low μμsurface): Wheel Speed Waveformssurface): Wheel Speed Waveforms

0 1 2 3 5 6 7 8Time (s)

0

10

20

30

40

50

60

70

Spee

d (

km/h


Right Front

Left Rear

Right Rear

4646

ABS Additional Tests (Split ABS Additional Tests (Split μμ surface)surface)


Sp

eed

Time


Basalt tile pavement (Low μ surface)


Measuring the steering angle

4747

ABS Additional Test (Split ABS Additional Test (Split μμ) ) Wheel Speed WaveformsWheel Speed Waveforms

0 1 2 3 5 6 7 8Time (s)

0

10

20

30

40

50

60

70

Spee

d (

km/h


Right Front

Left Rear

Right Rear

4848

Electromagnetic Compatibility TestElectromagnetic Compatibility Test

Radio wave Absorber

Monitor camera

Radiation antenna

4949

Electromagnetic Compatibility TestElectromagnetic Compatibility Test

Drive the test vehicle at 50km/h.Drive the test vehicle at 50km/h.Actuate ABS.Actuate ABS.Expose the vehicle to 14 points of Expose the vehicle to 14 points of electromagnetic waves in the 20MHzelectromagnetic waves in the 20MHz--1000MHz 1000MHz range.range.The field intensity must be 20V/m or more for all The field intensity must be 20V/m or more for all frequencies and 24V/m or more for 90% of them.frequencies and 24V/m or more for 90% of them.The braking system shall not exhibit any The braking system shall not exhibit any malfunction.malfunction.

5050

Special requirements relating to the safety Special requirements relating to the safety aspects of complex electronic vehicle control aspects of complex electronic vehicle control

systemssystemsInformation to be given in the documentsInformation to be given in the documents(i) Description of the (i) Description of the systemsystem’’s functions function(ii) Layout and illustration of the (ii) Layout and illustration of the systemsystem(iii) Safety concept of the manufacturer(iii) Safety concept of the manufacturerValidation and testsValidation and tests(i) Validation of the (i) Validation of the systemsystem’’s functionss functions(ii) Validation of the safety concept(ii) Validation of the safety concept

5151

Special requirements relating to the safety Special requirements relating to the safety aspects of complex electronic vehicle control aspects of complex electronic vehicle control

systemssystemsValidation of the Validation of the systemsystem’’s functions function(i) Make sure each function works properly (i) Make sure each function works properly under normal conditions.under normal conditions.

Validation of the safety conceptValidation of the safety concept(i) Make sure the (i) Make sure the systemsystem works properly works properly even under the influence of the uniteven under the influence of the unit’’s s failure.failure.

5252

IV. Final MeetingIV. Final Meeting

PurposePurpose

(i) To confirm the test results(i) To confirm the test results(ii) To draw up the test report(ii) To draw up the test report(iii) To discuss problems such as test methods(iii) To discuss problems such as test methods

5353

Test Report Samples

5454

Test Report Samples

5555

Test Report Samples

5656

Test Report Samples

5757

Test Report Samples

5858

Test Report Samples

5959

Test Report Samples

6060

Test Report Samples

6161

END

1

R13R13--H CERTIFICATIONH CERTIFICATION

AKIBA T.Executive Director / JASIC

25/08/2005

Siam City Hotel

BANGKOK

3rd Asia Expert Meeting on Braking for Passenger Vehicle

Content

Regulation

Application Document

Application Flow

Technical Service

2

Regulation -ECE R13H-

Sec 3. Application for approvalSec 2.2.1.- 8 Description of the vehicle type

Sec 4. ApprovalAnnex 1 CommunicationAnnex 2 Arrangements of approval marks

Sec 8. Conformity of productionE/ECE/324 – E/ECE/TRANS/505/Rev.2 Appendix 2

Regulation-01

Required Contents in Sec 3.- Application for approval -

3.2.1. a description of the vehicle type with regard tothe 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.

Regulation-02

3

Required Contents in Sec 2.2- Description of the Vehicle Type -

2.2.1. the maximum mass, as defined in paragraph 2.11.2.2.2. 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.

Regulation-03

Contents of Certificatespecified in Annex 1

Regulation-04

issued by: Name of Administration:........................................................................................................................

(maximum format: A4 (210 x 297 mm))

Annex 1COMMUNICATION

concerning:2 /APPROVAL GRANTEDAPPROVAL EXTENDEDAPPROVAL REFUSEDAPPROVAL WITHDRAWNPRODUCTION DEFINITELY DISCONTINUEDof a vehicle type with regard to braking, pursuant to Regulation No. 13-HApproval No ................................. Extension No.................................

1/Distinguishing number of the country which has granted/extended/refused/withdrawn approval (see provisions in the Regulation).

2/Strike out what does not apply.

4

1. Trade name or mark of the vehicle 2. Vehicle type3. Manufacturer's name and address 4. If applicable, name and address of

manufacturer' s representative 5. Mass of vehicle5.1. Maximum mass of vehicle5.2. Minimum mass of vehicle6. Distribution of mass of each axle

(maximum value) 7. Make and type of brake linings7.1. Brake linings tested to all relevant prescriptions

of annex 37.2. Alternative brake linings tested to annex 7

Regulation-05

8. Engine type9. Number and ratios of gears10. Final drive ratio(s) 11. If applicable, maximum mass of trailer which

may be coupled11.1. Unbraked trailer12. Tyre dimension 12.1. Temporary-use spare wheel/tyre dimensions12.2. Vehicle meets the technical requirements of

annex 3 to Regulation No. 64: Yes/No2/13. Maximum design speed14. Brief description of braking equipment

Regulation-06

5

15. Mass of vehicle when tested:

Axle No. 2

Total

Axle No. l

Laden(Kg)

Laden(Kg)

16. Result of the tests :Measured force

applied tocontrol(daN)

MeasuredPerformance

TESTSPEED(km/h)

Regulation-07

16.1. Type-0 tests,engine disconnectedservice braking (laden)service braking (unladen)secondary braking (laden)secondary braking (unladen)

16.2. Type-0 test,engine connectedservice braking (laden)service braking (unladen)(in accordance with paragraph 2.1.1. B of annex 3)

Regulation-08

6

16.3. Type-I testspreliminary snubs (to determine pedal force)hot performance (1st stop)hot performance (2nd stop)recovery performance

16.4. Dynamic parking brake performance17. Result of the annex 5 performance tests . 18. Vehicle is/is not2/ equipped to tow a trailer

with electrical braking systems.19. Vehicle is/is not2/ equipped with an anti-lock

system.19.1. The vehicle fulfils the requirement of annex 6:

Yes/No2/

19.2. Category of anti-lock system: category 1/2/32/

2/Strike out what does not apply.

Regulation-09

20. Adequate documentation according to annex 8 was supplied in respect of the following system(s):

Yes / No / Not applicable21. Vehicle submitted for approval on22. Technical Service responsible for conducting

approval23. Date of report issued by that Service24. Number of report issued by that Service 25. Approval granted/refused/extended/withdrawn*26. Position of approval mark on the vehicle27. Place28. Date29. Signature30. The summary referred to in paragraph 4.3. of this

Regulation is annexed to this communication

Regulation-10

7

Approval markspecified in Annex 2

Regulation-11

Conformity of productionspecified in sec 8.

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 normalfrequency of these verifications shall be once every two years.

Regulation-12

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

Conformity of productionspecified in Appendix 2

of E/ECE/324-E/ECE/TRANS/505/Rev.2

1.Initial assessmentISO 9002 or equivalent accreditation standard

2.Conformity of productionThe existence of adequate arrangements and documented control plans

sec 2.3. Requirements for the holder of the approval

sec 2.4. Requirements for the authority

Regulation-13

1. The “Scope of a Vehicle Type with Regard to Braking” and Related Vehicle Type Information (in Relation to Para. 3.2.1 of Equipment Type Designation Standard for Braking of Passenger Cars )

Application DocumentExample of required items in the Japanese document

based on sec 3.

Application Document-01

9

Location of that marking3)

Means of identification of vehicle type, if marked on the vehicle2)

Type of vehicle1)

GENERAL(1)


Hand of drive: left/right4)

Number and position of powered axles 3)

Number of axles and wheels2)

Photographs or drawings of a representative vehicle1)

CONSTRUCTION OF THE VEHICLE(2)


10

MASSES AND DIMENSIONS(3)Wheel base(s)1)

Track of each steered axle2)Maximum and minimum mass of the vehicle (including coolant, oils, fuel, tools, spare wheel and driver)

3)

Distribution of the mass in 3) above among the axles (in the case of a trailer, load on the coupling point)

4)

Minimum mass of the vehicle as stated by the manufacturer5)


Technically permissible maximum towablemass 10)

Distribution of the mass in 7) above among the axles (maximum and minimum)8)

Technically permissible maximum laden mass on each axle9)

Distribution of the mass in 5) above among the axles (in the case of a trailer, load on the coupling point)

6)

Technically permissible maximum laden mass on each axle as stated by the manufacturer (maximum and minimum)

7)


11

Mass of trailer11)

Maximum ratio of the coupling overhang to the wheel base12)

Technically permissible maximum mass of the combination 13)

Maximum mass of unbraked trailer14)

Technically permissible vertical load/mass (static) on the coupling point

15)


Maximum permitted engine speed as prescribed by the manufacturer4)

ENGINE(4)

Manufacturer of engine1)

Type of engine and means of its identification 2)

Working principle (positive ignition, compression ignition, four stroke, two stroke)

3)


12

Particulars regarding the parts of other engines or motors or combinations thereof

8)

Mass of battery7)

Maximum hourly output5)

ELECTRICAL SYSTEM(5)Rated voltage1)Type of generator2)Nominal output of generator3)Type of electric motor4)

Operating voltage6)


TRANSMISSION(6)Type (mechanical, hydraulic, electric, etc.)1)

Gear ratios (internal gearbox ratios, reverse gear and final drive ratio(s))2)

Maximum vehicle speed and gear position for that speed3)

SUSPENSION(7)Type and design of the suspension of each axle 1)


13

Brief description of temporary use spare unit8)

Tyre pressure(s) as recommended by the vehicle manufacturer7)

Axle 1 (rolling radii)5)

TYRES AND WHEELS(8)

Tyre/wheel combination(s) (for tyres indicate size designation, minimum load-capacity index, minimum speed category symbol; for wheels indicate rim size(s) and off-set(s))

1)

Axle 1 (tyre size)2)Axle 2 (tyre size)3)Upper and lower limits of rolling radii4)

Axle 2 (rolling radii)6)


BRAKES(9)Type and characteristics of the brakes with a drawing1)

Control and transmission of trailer braking systems in vehicles designed to tow a trailer

2)

Service brakes (electric, pneumatic, or hydraulic) to tow a trailer 3)

Anti-lock braking system: yes/no/optional4)

Adhesion utilisation curves5)


14

In the case of compressed-air braking systems, working pressure in the pressure reservoir(s)

6)

In the case of vacuum braking systems, the initial energy level in the reservoir(s)7)

Brief description of the braking systems8)

Total displacement9)


2. Braking System Components (in Relation to Para. 3.2.2 of Equipment Type Designation Standard for Braking of Passenger Cars )


15

SERVICE BRAKING SYSTEM(1)

Type1)

Operating system and wheels to brake2)

Manufacturer(s) and type(s) of brake linings or pads for front and rear wheels3)

Material of brake lining or pad for front wheels4)

Material of brake lining or pad for rear wheels5)


Type of master cylinder or brake valve12)

Brake drum diameter or effective disc diameter for rear wheel11)

Area of brake lining or pad for rear wheels9)

Dimensions of brake lining or pad for front wheels6)

Dimensions of brake lining or pad for rear wheels7)

Area of brake lining or pad for front wheels8)

Brake drum diameter or effective disc diameter for front wheel 10)

Internal diameter of master cylinder 13)


16

Type of brake controller20)

Brake fluid quality19)

Brake servo device power 18)

Type of brake servo device17)

Internal diameter of wheel cylinder or chamber of the front wheel cylinder15)

Internal diameter of wheel cylinder or chamber of the rear wheel cylinder16)

Type of supply tank14)


Type of brake warning device and its detection21)

Type of brake warning device and its display22)

Brake pedal ratio23)

Front wheel disc type (plate thickness)24)

Rear wheel disc type (plate thickness)25)

Installation position of the warning display26)

SECONDARY BRAKING SYSTEM(2)Items listed for service braking system shall apply with necessary modifications.1)


17

Total lever ratio10)Operational method9)Braking type8)

Brake drum diameter or effective disc diameter 7)

Dimensions of brake lining or pad 5)

PARKING BRAKING SYSTEM(3)Type of parking braking system1)Wheels to brake2)Manufacturer and type of brake lining3)Material of brake lining or pad 4)

Area of brake lining or pad 6)


ANY ADDITIONAL BRAKING SYSTEM(4)

Items listed for service braking system shall apply with necessary modifications.

1)


18

3. Drawings of Braking Systems and Information Indicating the Locations of Their Components in the Vehicle (in Relation to Para. 3.2.3 of Equipment Type Designation Standard for Braking of Passenger Cars )


Description and/or drawing of the energy supply (also to be specified for braking servo systems)

3)

For vehicles with anti-lock systems, description of system operation (including any electronic parts), electric block diagram, hydraulic or pneumatic circuit plan

2)

Operating diagram, description and/or drawing of the braking systems1)


19

4. Detailed Drawings That Readily Identify Each Component and its Arrangement (in Relation to Para. 3.2.4 of Equipment Type Designation Standard for Braking of Passenger Cars )


Drawing of the suspension arrangements2)

Drawing of the transmission1)


20

Example （Japanese)

22

Flow of Application / Certification

Manufacturer / Importer

NTSEL

MLIT

Application

form

Applicationform

Type Approval

Certification

Test report

Presentation of samples

Flow-01

Flow of Application / CertificationManufacturer / Importer

3. Document related to COP based on sec 8. to be submitted to MLIT

1. Application Letter to be submitted to MLIT

2. Application data based on sec 3. to be submitted to NTSEL

Flow-02

23

NTSEL

2. Test reports to be sent to applicant and MLIT


1. Tests

Flow-03


M L I T

2. Type Approval Certificate to be sent to applicant

1. Approval Number to be prepared

3. Notice of Approval to be communicated to the other parties which apply R13-H

Flow-04

24

Example of

Certificate

Certificate-01

Certificate-02

25

Certificate-03

Certificate-04

26

Certificate-05

Certificate-06

27

Designated Administrative

Department and DesignatedTechnicalService

Indicated in the document of

TRANS/WP.29/343/Rev.13

JAPAN

Technical Service-01

Official contact in JAPAN(E43)

Ministry of Land, Infrastructure and Transport( MLIT )

2-1-3, Kasumigaseki, Chiyoda-ku, Tokyo 100-8918, Japan

Tel: +81 3 5253 8591Fax: +81 3 5253 1639

43/A


28

Official contact in JAPAN(E43)

Automobile Type Approval Test DivisionNational Traffic Safety and Environment Laboratory( NTSEL )

7-42-27, Jindaiji-higashi-machi, Chofu-shi, Tokyo 182-0012, Japan

Tel: +81 422 41 3224Fax: +81 422 41 3232

43/B


Questions & Answers The 3rd Asia Expert Meeting

On Braking Systems for Passenger Vehicles (R13H) August 24-25, 2005

Questions and Answers

The 3rd Asia Expert Meeting On Braking Systems for Passenger Vehicles (R13H)

August 24-25, 2005 Siam City Hotel, Bangkok, THAILAND

DAY ONE

Session 1: Introduction of R13H (Mr. Masashi ISHIHARA, JAMA, Brakes and Running Gear Subcommittee of JASIC)

Q1: (Thailand) Why are most of the tests conducted in neutral gear, which is different from real life situation?

A1: It is necessary to exclude an influence of engine brake in D position, which may deploy.

This test needs accuracy. So if we use D position, engine brake may deploy. And in

some cases it will make more tolerance or variation of the test result. From that point of

view they decided to use Neutral position. But for high-speed test, it is unnatural to use

N position. Therefore D position is used.

Q2: (Hong Kong) Slide no.13, vehicle stability, would the driver allow to hold a steering wheel? If yes, it depends on the strength of muscular force of the driver or reaction or sensitivity of the driver rather than the design of the vehicle itself.

A2: Some test depends on driver skills. But in practice it is impossible to delete all influences.

In brake test, only skilled drivers can do the test. If you do not have that skill, you cannot

do such performance. The brake performance depends on the driver, when you press

pedal firstly, it make shorter distance. A better driver is better. But in practical such skilled

drivers show difference of brake test results. It should be permitted.

Q3: (Thailand) Does the driver have a certificate of qualified driver for conducting the test?

A3: No qualification.

Q4: Slide no.12, steering correction, you said yellow line was good but red line was not good. Is that the response of the driver or of the vehicle?

A4: It is the same to previous question. It depends on not only the driver skill but also the

vehicle system. Good braking systems get lower steering correction. Small steering

- 1 -



correction is necessary. For my long experience this permissible degree of steering

correction is appropriate.

Q5: (Hong Kong) According to previous question, it depends on the driver skill so a vehicle with a good result may not be a good car. The performance is good because the driver skill and sensitivity is good. And for an ordinary driver, it may be a very bad car. It is a loophole. Has the technical committee introduced requirements such that there will be no driver controlling the steering wheel? Because you may introduce testing method such that no driver shall be required and then you regulate forces.

A5: This requirement is very severe deceleration and also in the most case no driver can

press high deceleration within very short time. This is the representative feature of brake

performance. When we confirm the performance with strict condition, the ordinary driver

cannot easily stop with most of actual driving and braking condition (very stringent test).

It is the difference.

Q6: (Hong Kong) That means normal driver cannot stop deceleration at the short time. Would you have another condition to check for normal drivers if they achieve lower deceleration and by that time balance of the forces? It should be required to allow the control be basically designed for the vehicle rather than from the driver. So this is sensible to impose another requirement for normal drivers not to depend on the driver skill to control stability. That means impose another requirement not too stringent to normal driver can achieve.

A6: Do you mean there should be more moderate conditions? We can stop the vehicle, as

we want. If we have moderate reaction we can have longer stop distance. At that time

how we can describe the performance requirement. It depends on present speed and so

on. We cannot distinguish whether braking system is good or not. We should check

braking system with more stringent condition only. This is fundamental philosophy of

braking requirement. For stability when we check if we make stringent condition, we

cannot know that the vehicle stability is good or not. From that point of view this has a

long experience of type approval of braking system. And if there is a poor vehicle

stability system we can reject this system. And I think it is appropriate to make such test

condition for approval from safety point of view.

Q7: (Thailand) Did you consider the impact of deceleration taking high speed and low speed so that stop distances should be different?

- 2 -



A7: Test condition, for example a vehicle with 160 km/h speed at that time the driver will

continue 160 km/h speed for some time and then press the brake pedal, no acceleration

more continuously.

Q8: (Vietnam) In braking comparison chart, test item no. 2, high speed braking test at cold condition, initial speed of braking is 80% of Vmax, not more than 160 km/h. I think it is very difficult to get this speed and it is very dangerous to brake and testing road is very long.

A8: You are right. If the maximum speed is 250 km/h, then the test speed should be at 80%

of Vmax or 200 km/h. So it makes some difficulty for a driver. We change from 80% of

Vmax to 160 km/h, which should be careful also.

Q9: (Hong Kong) I would like to confirm that you agree that a stringent level of requirement is necessary but it is impossible to eliminate human effects from the test. Is that right?

A9: Yes, it is very difficult to eliminate such human factor. And for a test driver they have

been trained to get the skill. Mainly car manufacturers conduct their own test. It means

the skilled driver is advantage for the company.

Q10: (Hong Kong) Can you just test braking force deceleration without driver sitting there and you use actuator applied the brake force so you know exactly the braking force is? And you want simulate for normal drivers to response. Let’s say for lady drivers, they response a little bit slower than usual.

A10: Yes, you are right. There is some possibility to use such mechanical devices but maybe

in the future. In practical, skilled drivers can do the same level of stringency.

Q11: (Thailand) In braking comparison chart, test item no. 8: confirm of wheel lock sequence define lowμ & highμ . Where are the definitions of low μ & high μ ?

A11: Yes, there is in the regulation and tomorrow we can explain you about it.

Q12: (Thailand) Is there any standard for road surface for braking testing? A12: There is no standard to describe but only μ data e.g. range of μ should be used. We

require maximum road surface μ coefficient. In this case high μ road surface is less

than prescribed μ road surface. If a vehicle passes requirements, it is OK. But for higher

μ road surface if the vehicle passes the requirements. At that time margin of such data

is so small. The technical service should check whether the road surface passes or not.

- 3 -



Q13: (Thailand) What about gear position for manual gearbox e.g. 1st gear or 2nd gear or

so on? A13: Gear position for manual gearbox, which is appropriate for the said speed, will be used.

Q14: (Thailand) In case of parking brake test, is the ABS system activated or not during

the test? A14: There are two parking brake requirements: dynamic and static. In this case for dynamic,

no such brake, only parking brake is applied.

Session 2: Technical requirements for Braking systems (Mr. Masashi ISHIHARA, JAMA, Brakes and Running Gear Subcommittee of JASIC)

Q1: (Thailand) Slide no. 39: parking brake requirements, on this slide brake force applied less than 400 N and less than 500 N, but in the regulation said less than or equal to 400 and 500 N.

A1: Yes, you are right. Please correct.

Q2: How long does it take to carry out all test items? A2: About one week and tomorrow Mr. Shibazaki will explain more.

Q3: Is a loading condition for parking brake test laden or unladen? A3: It is a laden condition. In comparison chart, test item no.13 -14.

Q4: On Slide no. 33, stopping distance for type I should be only 60% of a test result of Type 0, in the fade test the distance should be longer. In type 0, stopping distance is 70 meters; stopping distance of type I should have longer distance. Is it correct?

A4: Meaning of 75% of performance requirement of type 0 it means not shorter but longer

one. So from the formula of this: 0.1v + 0.008v2 we need to insert 75% of MFDD

requirement: 4.82 meters. At that time stopping distance is 90 meters which longer than

70 meters.

Q5: For type 0 test if, for example, the result comes to about 100 meters, what should be a stopping distance for type I test?

A5: You have to calculate MFDD also. For example MFDD = 5 meters at that time you can

insert 5 into formula: 0.1v + 0.008v2, so you can calculate stopping distance.

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Q6: Slide no. 45, for ABS efficiency you measure condition A & B for test. But for

vehicle stability and wheel lock you measure condition A, B, C, and D. Please explain why ABS efficiency not measure condition C & D.

A6: I think for ABS efficiency measuring condition C & D is very difficult in practical condition.

Therefore if we can check ABS efficiency with high μ (A) and low μ (B) we can

guarantee such C & D condition. And C & D condition we can check mainly behavior of

such condition and also we check wheel lock also. And you can check ABS function for

C & D condition. We check total judgment for ABS performance with this test condition.

Q7: Is there any requirement of tyre for the test? A7: There are two factors, one is to prescribe road condition and other is the adhesion

between road and actual tyre. So we do some measurement before testing. Level of

adhesion is prescribed in the regulation.

Q8: Now there are some vehicles using brake by wire in the market. Can we apply the same test requirements with these vehicles?

A8: Yes. I explain that ECB: Electronic Controlling Braking system is the same system to

brake by wire system. It is already prescribed in the regulation.

Q9: On Slide no. 23, showing a stopping distance with an initial speed of 100 km/h. And when you put 100 in formula, you get the result of 70 meters. And 75% of Type 0: cold condition, and put 100 in the formula of Type I. So I wonder how figure of 75% come from.

A9: 75% base on MFDD for first step and then 6.43 is 100% performance and 75% of cold

condition is 4.82.

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Questions and Answers

The 3rd Asia Expert Meeting On Braking Systems for Passenger Vehicles (R13H)

August 24-25, 2005 Siam City Hotel, Bangkok, THAILAND

DAY TWO

Session 1: R13H Test Procedures (Slide no. 1- 43) Mr. Katsuhiro SHIBAZAKI, National Traffic Safety and Environment Laboratory (NTSEL), Japan Q1: I got some questions about the wind effects. Once the tests are carried out, you

said the wind must not be reliable to affect the test results. Do you specify any number like wind velocity to be registered?

A1: Actually in R13H, there is no precise description prescribed in the regulation. But NTSEL

when we conduct the test we determine the wind not be over 5 m/s, averaged wind

speed.

Q2: For low u surface, are there any other material rather than Basalt tile? A2: The basalt tiles are the material, which are frequently used when we conduct the test for

R13H. That is the main material that we use. We do not know other information.

Q3: I just want to share my opinion. I am very wondering that why the speaker assumes there is no wind effect or influence on the brake system. Because if we drive at a very high speed, for example over 100 k/h, I think there might be some affect on track force on the vehicle. I could be right or wrong. I am not sure.

A3-A: In Japan when NTSEL conducts the test we also pay attention on wind speed and wind

condition on that day because the weather varies the test. And we also recognize that

wind speed has affects on the test.

A3-B: (Mr. Ishihara) In Europe, they also use the same number, which is not over 5 m/s.

Q4: (Vietnam) I have questions regarding slide no 5 and no 6. In the flow of examination, there are 4 steps from the worse case meeting to the final meeting. Who should attend the meeting? Is there manufacturer or industry invited to attend the first meeting to discuss with the technical service about the worse case, some difficult items needed to be clarified?

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A4: When the application has been filed from the applicant, we have to hold the first meeting

between the maker, the manufacture, and NTSEL. After that NTSEL has internal worse

case meeting. So, the maker and NTSEL can discuss at the first step of the process of

application.

Session 2: R13H Test Procedures (Cont.) (Slide no. 44- 81) Mr. Katsuhiro SHIBAZAKI, National Traffic Safety and Environment Laboratory (NTSEL), Japan Q5: (Taiwan) Before the manufacturers or the makers bring the car, do you do

burnishing to the car or part material? A5: (Mr. Ishihara) Generally, the car manufacturers do burnishing before testing. In general,

the burnishing procedure is 200 times from around 60 km/h. But it depends on such

systems. The car manufacturers should have sufficient vanishing before testing.

Q6: (Taiwan) How many times do you measure the braking distance? A6: Only once. If the value satisfies the standard, you do only one time. If it does not, you

may repeat until 6 times.

Q7: (Taiwan) Is the position to set various kinds of sensors already prescribed? A7: It is not determined by NTSEL but depends on the manufacturer to put the sensors in

the vehicle to be tested.

Q8: (Brunei) I would like to refer to Slide no. 52 and no. 55 that the test carried out on type-O (with the engine disconnected) with brake fluid leaking and compare with type-O (with engine disconnected upon failure) with engine failure. What can you tell from these two tests? The results are almost the same. I do not see any difference. What is the difference?

A8: The results or the prescribed values are the same but what we pay attend to is

difference. On Slide no. 52, we pay attend to vehicle behaviors with the brake fluid

leaking. For the engine failure, we pay attend to forces applied to control. The value itself

is the same. No difference. During the test, we pay attend specially to different points.

The requirement is the same.

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Q9: (Vietnam) On Slide no. 64, do you record the temperature of the brake pad when

you conduct the test? A9: Actually we measure the brake pad temperature but it is not required in the regulation.

We measure it for our reference. In the regulation, it requires to measure only the initial

brake temperature from 65c to 100c.

Q10: (Thailand) I would like to have one question added to the gentleman from Brunei. On Slide no. 52, the type-O test, on the last row it says no abnormal vibration. On which part of the vehicle that you mentioned and how do you check it?

A10: We do not measure at the suspension parts because we focus at the braking systems.

So we check the vibration at the pad or rotor adhesion and we try to measure abnormal

noises of the braking systems. This means we check the overall of the vibration of the

braking systems as design point of view as one of vehicle behaviors. The method of

measurement is the tester will be in the vehicle and tries to feel the vibration while we

apply the brake.

Q11: (Thailand) Please go to Slide no. 80, as I can see from the graph it says some wheels have been locked up. If measuring only tries to make it almost locked. So, you tried to say that this graph was not valid. Is it correct?

A11: This example shows that the front axle is in failure and this condition does not pass the

test. It is locked up.

Q12A: (Hong Kong) I would like to refer to Slide no. 20. This slide refers to the test of the

braking system. This system has 5 specifications but being installed on one vehicle model. Is it correct?

A12A: Same model but different specification. For example, Toyota corolla, it is Corolla model

but has 5 specifications of braking systems.

Q12B: You determine that the specification-1 is the worse case. If the specification-1 is approved, so the other 4 specifications are approved automatically.

A12B: We have to divide to criteria A and B first. For Criteria A if different specifications, you

have to do different tests for every specification. For Criteria B, you can omit some test

for some vehicle. You can choose the worst one. But in Criteria A, NTSEL and the

manufacture can have a discussion which one that can be considered technically the

worst case.

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Q12C: On Slide no. 21, there are 3 specifications and Specification-3 is the worst. Is it

right? A12C: No, the worst case is Specification-5.

Q12D: So, if the Specification-5 is approved, the Specification-3 and 4 are accepted. Is it correct?

A12D: Yes, you are right.

Q12E: So, let say these 3 specifications are installed on Toyota corolla. Can I choose to install specification-3 on Toyota crown, another model?

A12E-1: Up to now we do not that that kind of application from the manufacture. But it

there is any request from the manufacture, we will consider.

A12E-2: (Mr. Akiba) This is a serious issue. I think you mix up the type and the worst-case

selection. For example, Specification-3 has the same specification not only for

this 5 data, if the specification-3 model has completely same other than 5, then

that model can be applied as a better case than specification-5. But normally if

the model is different, we cannot apply that model as a better case than

specification-5. So, we cannot mix up the application model and the worst-case

selection.

Session 3: R13H Test Procedures (Cont.) (Slide no. 82- 111) Mr. Katsuhiro SHIBAZAKI, National Traffic Safety and Environment Laboratory (NTSEL), Japan

Q13: (Vietnam) On Slide no. 92 and Slide no. 94, what is a distance between low u surface and high u surface as from a point to apply a brake?

A13: Actually we do not define the position or distance but the speed at 50 km/h. You have to

decelerate the vehicle to the speed as specified not the distance.

Q14A: (Thailand: Kasetsart University) On Slide no. 96, when a car is braking on different u surfaces which the high u is on the left and low u is on the right, the car would tend to turn to the left by itself. I would like to ask about the measurement of steering angle. Does the driver correct the steering wheel during the time of the measurement or the driver let go of the steering wheel during the test?

A14A: The driver will correct the steering angle and the value that we define in 2 seconds is

120 degree and 240 degree until the car is completely stopped.

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Q14B: I want to make sure if I really understand this. For 120 degree, is it measured

accumulatively or at any instance of the time? A14B: It is measured at any instance of the time. We have sensors to measure the steering

angle as already explained in the morning session. The sensors will measure the angle

at the time and we consider the peak of the graph.

Q14C: Then this test would mainly depend on the reaction of the driver. I mean if the driver is good, then there is no problem. But, how can we select a driver who is good enough not to turn the steering like 125 degree?

A14C: From the actual records we have been corrected up to now, nobody will do more than

120 degree because the vehicle will spin. So, the actual record is 60 or 70 degree or

even less.

Q15: (Thailand) How many times do you have to do this kind of test? Do you have to do

both of high μ surface on the left and low μ on the right and high μ on the right

and low μ on the left?

A15: For ABS additional tests, we do only 1 time but for ZMAL test, we do 3 times. Only one

time or one direction is enough. No need to do both sides.

Q16A: (Hong Kong) In general, we understand that a dry surface has high friction than a

wet surface. Why is it you put water on the asphalt to make it high μ surface? Is

there any standard how much water you put on to have a wet surface? A16A: There is on specific standard on the amount of water. We just put water on the average

surface. No standard.

Q17B: So, if I do not put water, is it ok? I do not understand why you need to put water on the surface.

A17B: NTSEL always makes it wet not dry. So the reason why we have to put water on the

surface is because we have a prescription that you have to make high μ surface and low

μ surface 2 times different. So, if you put water on it, water will make μ of the surfaces

differ 2 times and make the μ higher.

Q18: (Brunei) Is my understanding correct? You put water on the asphalt surface to

make is more slippery, so that it will not be too sticky. It means the μ will not be

too much higher by about 2 times than the low μ surface.

A18: Yes.

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Q19: (Hong Kong) I would like to follow up on Slide no. 92. There was a participant who

already asked on the point to apply the brake at the 50 km/h. It seems very difficult

to control the vehicle to a speed of 50 km/h while you are braking on the low μ

surface. Then you reach the point of the interchange and obtain the speed of 50

km/h. So I think it is very difficult. Is there any suppression between the low μ

surface and the high μ surface?

A19A: Yes, it is very difficult to drive in this situation. It is completely separated between low μ

surface and high μ surface. In between, there is a 5-cm width of other material not basalt

or wet asphalt. That is why we have to do this test many times to satisfy the requirement.

It is trial and error.

A19B: (Mr. Ishihara) For additional information, it is not required to do exactly at 50 km/h. You

can go over it as you can see on the Slide no. 93. The graph shows it is a little bit over

50 km/h. You do not do the exact speed because it is difficult to make it.

Q20A: (Hong Kong) On Slide no. 101, in the second paragraph the validation of safety concept, what you require is to make sure the system works properly even under the influence of unit’s failure. So I take it to mean that if there is any component failure in the system, the system still works. Is it correct?

(Interpreter: I think this is a problem of translation because the paper translates it not exactly

the same in Japanese. But when I interpret, I interpret as he says. Anyway, I will

ask Mr. Shibazaki.)

A20A: What you understand is correct. There are many small parts comprised to the braking

system. If one unit is in failure, other parts must still work and not influence the whole

braking system.

Q20B: How do you define its work because it will not work properly? I mean it will not work as well as when the whole system is ok. Some functions must be lost. If the ABS module is wrong, you cannot achieve ABS function. This system still works because it still provides braking effect by human effort. If you insist it still works but not as well as everything is ok, then I understand. Do I understand correctly?

A20B: Such as ABS or other electronic device control systems are not functioned but the

minimum functions still work.

Q20C: So, can we call it ‘fail save”? A20C: Yes.

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Q21: (Thailand) I really like to know about Type-O test and Type-I that sometimes it is

call type-zero test, type-o test, type-I test, and type-one test. So, what exactly is it? A21: I do not either. It depends on you what is easier way to call it.

Q22: (Thailand) I would like to ask about the testing facilities. As I can see those gadgets do not really seem to be available in the market. So, do you really build them yourself or buy them from somewhere?

A22: We buy them from manufacturers of equipment not design by ourselves. Actually they

are not sold in the market. There are specific manufacturer shops doing this kind of

devices.

A23: (Thailand) I see you dry asphalt and the adhesion coefficient should be very high. Once you do the test, you need to spray the water on the asphalt. I just want to know the adhesion coefficient of the dry asphalt.

A23: 0.85

Q24A: (Thailand) I have a question about the equipment. When the manufacturer wants to do the test, do they just bring in their vehicle and NTSEL will install all the equipment required or is it possible that the manufacture can bring their own equipment to be installed on the vehicle?

A24A: The manufacturer will install the measurement equipment on the vehicle and drive to the

laboratory.

Q24B: Then, there may be some differences from one manufacturer to another manufacturer. How do you verify that all the manufacturers would meet the same standard regarding the measurement equipment?

A24B: Yes, there may be some difference. In Regulation 13H, there are provisions mentioned

about the performance of measuring equipment with allowable tolerances. (NTSEL

allows conducting test in both way and the charge is the same.)

Q25: (Brunei) How do you conduct the test in winter when there is snow or icy roads? A25: We do not conduct the test on snowing days because the icy road has a big influence on

the test. It is not good to drive on.

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Session 4: R13H Certification Mr. Tadaomi AKIBA, Japan Automobile Standards Internationalization Center (JASIC) Q1A: (Thailand) From Shibazaki-san’s session, I notice that in the test report you

specify the series of amendments, the supplement number, and the corrigendum number to make it as your reference. What about on the certificate? Is it necessary to put all the supplement number and the corrigendum number?

A1A: Normally as a Contracting Party to 1958 Agreement, anyway ECE Regulations mention

clearly what are corrigendum, modified ECE Regulation, effective dates, and so on. After

an adoption of ECE Regulations as the latest version, then automatically the Contracting

Party should issue the certificate based on the latest version of the Regulations. So, it

means the date of the issuance is very essential. Also, in case of corrigendum,

sometimes there is no lead-time. It is not necessary to mention that lead-time. In that

case it is rather difficult to find out if this certificate is for the exact latest version or for the

previous one. In that case, now the question is the WP 29 is how we can define that.

Indeed that is a very good point. So, we have to make clear on the certificate and on the

application documents. Generally speaking, each Contracting Party should issue the

certificate based on the latest version of the ECE Regulation.

Q1B: It is very difficult to do so. Once you inform the UN/ECE that you are going to adopt the ECE Regulation, the date will be your effective date for you country. Then when you issue the certificate after that date, it means you issue the certificate following the Regulation, which is effective before that date only.

A1B: Principally yes. But you know we have to consider the difference between the effective

date and the date enforce specified in the ECE Regulation and in the national regulation.

In case of Thailand for example, in the future if you adopt R13H, you will not have

problem because at that time you will have to follow the latest version of R13H. Then

after that if R13H is modified on a certain date with a certain lead-time specified in the

ECE Regulation, then at that time you have to follow the effective date specified in the

ECE Regulation. Frankly speaking, some European countries do not follow that way. So

indeed among other Contracting Parties, there are some conflicts. That is why we

started to discuss in the WP 29 how to define the corrigendum, the modifications. I think

in R13H there are fewer problems. You can remember that 2 years ago you had the

expert meeting on lighting. In that case, there are so many Regulations with many kinds

of modifications like corrigendum and so on. The situation is so complicated.

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Q2: (Thailand) You know we cannot keep following the latest version because we have

to stop somewhere in order to get started on translating the Regulation into Thai language.

A2: Yes, but principally as a Contracting Party, the government should accept the latest

version of the certificate if the importers submit that. Japan also faces the problem of not

readiness to prepare the latest version of ECE Regulation. We have the same problem

of translation of the Regulation and the modification. In our case, our government

especially NTSEL wants to keep the more strict way. If the Japanese regulation does not

follow the latest version of the ECE Regulation, then NTSEL does not want to carry out

the test because there is no Japanese regulation. Frankly speaking, as a Contracting

Party the government should follow the latest version of the ECE Regulation. That is the

basic understanding among the Contracting Parties. For many European technical

services like TUV, UTAC, they are doing that way. EU also has some problems like

translation problem into EU Directives. Even in that case after negotiation with the

technical services and the manufacturers they used to carry the test based on the latest

version of the ECE Regulations. Sorry, you will face the same problem as ours. That is

the agreement. That is why in the Government/Industry Meeting last year in Bangkok,

we recommended you to introduce type approval system, which you can follow easily

the modification of the ECE Regulations. In case of Japan, we need a lot of time to

adopt the ECE Regulations and also we need a lot of time to follow the ECE Regulations

because of the complication of our regulation system. On the contrary, in case of the EU

Directives, they decided to adopt the modified ECE Regulations like an attachment to

70/156 Directive for passenger cars for example, so it is much easier than our case. It is

a very big point for the future.

Q3: (Thailand) I just would like to ask based on your experiences on NTSEL. I very wonder that for that information you gave on your presentation I think they are very confidential for carmakers or even for part makers. So how do you manage or keep the information very strictly confident during or before getting start the work with you client? Is there any need to develop or make a memorandum of understanding or confidentiality agreement?

A3: For NTSEL or our government, it is very essential how to keep the confidentiality

between the governments or testing facilities or the manufacturers. That is not only for

this certification process for the ECE Regulations but also for the national type approval

as well. It is a big issue for the manufacturer to keep the confidentiality before starting

their business in the market. So the government and the technical service should keep

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the confidentiality as much as possible. Absolutely, that is quite essential. If not, nobody

will ask that technical service to carry the test anymore in the future.

Q4: (Thailand: Kasetsart University) I think Japanese carmakers are big players in the world. They must do their homework very well before they submit their vehicles to be tested at NTSEL. I think that pretty much they do not have many problems with the process. This is just what I think.

A4: Yes. According to my experience in the previous office, we have to prepare carefully to

meet the requirements in advance before submitting an application and the vehicle to be

tested. That is what we have to do as the manufacturer. Especially in case of Japan, our

NTSEL will carry out the test very carefully. So, the manufacturer just prepares

according to the Regulation and then the manufacturer can trust the NTSEL. That is

essential.

Q5: (Thailand: Kasetsart University) I would like to go back to the issue before this one about the version of R13H. Is it working in this way? This is my pure guess. For all the Contracting Parties, if they want to amend something, they need to know that in advance maybe one-year or two years. Then an agency of each Contracting Party can work out on the regulation.

A5: It is a general question not only for R13H but also for other procedures of modifications.

Anyway the modification process is like this. Japan if we wish to modify something in a

certain ECE Regulation, as a Contracting Party we can make a proposal to each GR

meeting, GRRF for R13H for instance. At the GR level, they can discuss the proposed

modification. When GRRF agree, then they make a draft proposal to WP 29. Then WP

29 administrative committee 1 so called AC 1 can discuss based on this draft from

GRRF. When AC 1 and WP 29 meeting itself can agree that, then the Secretariat of WP

29 will send this draft amendment to the Secretariat of United Nations in New York to

distribute it to all members of UN to get their opinions. Then this modification is officially

approved at UN. During this process, which takes 2 years or so, everybody can

participate in the discussion at GR level or WP 29 level. Not only the government but

also non-government organizations like the manufacturer organizations, OICA, IMMA for

motorcycles, part manufacturer organizations, ISO, and so on, can have all kind of

information in the same level. So, the manufacturer can prepare for the 2-year later

products. That is the process.

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Q6: (Hong Kong) How long does it take NTSEL MLIT to issue the type approval

certificate after the manufacture submitting the application? I mean the whole process.

A6: In the past it took long time. Now MLIT is trying to shorten the process as much as

possible maybe 1 month. I am not sure about R13H because testing itself takes 1 week.

Normally if we consider the test for certain safety parts, in that case the test itself does

not take so long time. The total time would be 1 month or something like that. I heard

that from the lamp manufacture in Spain.

Q7: (Brunei) Is NTSEL the only body in Japan? Is there any potential body in the future would be recognized for doing this kind of service?

A7: Of course, potentially there are so many candidates in Japan for example Japan

Automobile Research Institute (JARI) or Japan Transport Association for Exhaust

Emission. They have some potential but anyway according to our government MLIT

policy they want to keep one technical service and it should be NTSEL. There are some

countries having same kind of example. The government appoints only one technical

service. On the other hand, in Germany and some other countries, they appoint so many

technical services even for one regulation. Indeed in JASIC, we have similar discussions

internally. We refer the example of Germany or France for certain ECE regulations they

appoint many technical services. So why is not in Japan. That is what we are discussing.

Anyway, for the moment our government MLIT wants to keep their policy as one

technical service. On the other hand, the manufacturer can select the technical service

or the administrative department to get R13H certificate. For example, Thai

manufacturers can ask not only Japanese government but also an agency of

Contracting Parties applying R13H to get the certificate.

Q8: (Thailand: Kasetsart University) For the issue of translation, if our Thai government accepts R13H in out country, when we translate it into Thai language, do we need an approval from other Contracting Parties?

A8: It is not necessary to get an approval for you translation. Even if the translation is right or

wrong, anyway the certificate should be accepted by other Contracting Parties applying

R13H. If the other Contracting Party finds something wrong with the product in the

market, then the Contracting Party can claim to your government directly. Then the Thai

government should check that and if necessary your government should modify

something. The liability depends on each government of the Contracting Parties.

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Q9: (Vietnam) The manufacturer or the importer has to submit vehicle samples for

testing. Can we get the vehicle samples after the test? Or do we have to leave the vehicle samples at the technical service?

A9: In case of Japan, after the testing conducted by NTSEL, NTSEL will give the vehicle

samples back to the applicant. That is the normal way. I believe that the technical

services in Europe also give vehicle samples back to the applicant.

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