the 49th asia expert meeting on brake assist … › e › 07_wp29 › pdf › 2017 ›...

The 49th Asia Expert Meeting on

Brake Assist Systems (R139), Electronic Stability Control Systems (R140)

and Anti-lock Braking Systems (R13H-Annex 6)

Date : August 4th, 2017 (Fri) Place : Kamolporn Room, 1st floor, The SUKOSOL Hotel, BANGKOK

8:30 - 8:55 Registration

8:55 - 9:00 Opening address Mr. Kamol Buranapong - Deputy Director-General, DLT

9:00 - 9:05 Message from JASIC Mr. Kunihiko KUMITA - Director of Research Division, JASIC

9:05 - 9:10 Photo session

9:10 - 9:20 Legislative situation of Thailand on Braking Ms. Jiraporn Kaewkraisorn - Chief of Vehicle Regulations, DLT

9:20 – 9:30 Recent Topics of Brake Regulation (GRRF) Mr. Yoshihisa TSUBURAI – Chief of Technical Section, JASIC 9:30 – 10:00 Introduction part (Overall regulation structure and test facilities)

Mr. Yukihiro SHIOMI - Chairman of Brakes and Running Gear Subcommittee of JASIC

Mr. Toru IHARA - Type Approval Engineer, Automobile Type Approval Test Department

10:00 – 10:55 Technical requirement of R139 Mr. Yukihiro SHIOMI - Chairman of Brakes and Running Gear Subcommittee of JASIC

10:55 – 11:05 Coffee break

11:05 – 12:00 Test procedure of R139 Mr. Toru IHARA - Type Approval Engineer, Automobile Type Approval Test Department

12:00 – 13:00 Lunch

13:00 - 13:55 Technical requirement of R140 Mr. Yukihiro SHIOMI - Chairman of Brakes and Running Gear Subcommittee of JASIC

13:55 - 14:50 Test procedure of R140 Mr. Toru IHARA - Type Approval Engineer, Automobile Type Approval Test Department

14:50 - 15:45 Technical requirement of ABS Mr. Yukihiro SHIOMI - Chairman of Brakes and Running Gear Subcommittee of JASIC

15:45 – 15:55 Coffee break

15:55 - 16:50 Test procedure of ABS Mr. Toru IHARA - Type Approval Engineer, Automobile Type Approval Test Department

16:50 – 17:05 Q & A

17:05 – 17:15 Closing address

Program

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4th Aug, 2017

JAPAN AUTOMOBILE STANDARDS INTERNATIONALIZATION CENTER

http://www.jasic.org

Expert meeting on Brake

Bangkok

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JASIC 30 years with Asian countries

JASIC was founded in 1987 to promote internationalization of the vehicle regulations and type approval systems through cooperation between the government and industries.In 30 years -Joining 58 agreement and 98agreement and adopting 75 UN-Rs-22 times Government and industriesmeetings in Asia-Many times of experts meeting

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JASIC organizes the meetings and offer programs to be helpful to Asian countries.

Ready to be of help to Asian countries in various meeting

APWG Workshop

Expert meeting

Cooperation with ASEAN/APWG (Automotive Product Working Group)

Asia Government /Industry Meeting

Long Term Support Program*

Support Asia in regulation process

Steady and useful supports for ASEAN MRA introduction till 2020

Forum among Asian courtiers on WP29

Seminar on focused area for those who are involved regulation and certification.

Cooperation program towards enhancement of vehicle safety, road safety and environmental sustainability

*JASIC is proposing to APWG

Today!

-58 agreement rev.3 has been approved-IWVTA * (UN-R0) will be soon approved*International Whole Vehicle TypeApproval

<Influence to Asian countries> -can adopt earlier series of Reg.-more detailed standards and procedureapplies to technical services-voting majority becomesfrom 2/3 to 4/5

New horizon of WP29

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For the courtiers who have been accessing 58 agreement (Thailand Malaysia and more will come soon) We will share your concerns and provide with suggestions and assistance based on our experience.For the courtiers who newly attend WP29, We will provide with and practical help before, during and after the Geneva meeting.

JASIC continues to be of help to Asia steadily

2017/10/11

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Thailand Legislative Situationon Braking System

Automotive Engineering BureauDepartment of Land Transport

August 2017

Current LegislationMotor Vehicle Act (1979)

• Ministerial Regulation 2551 (2008)• Vehicle Inspection Rule (2012)

Land Transport Act (1979)•Ministerial Regulation No.9 (1981)•Notification on Braking Performance (2011) •Vehicle Inspection Rule (2012)

2017/10/11

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Eco-Car 2 Project Board of Investment (BOI), Office of Industrial Economics and Excise

Department jointly set up Eco‐car 2 Project which enforced in 2015

Provide the incentive by reducing the excise tax to the manufacturer under various conditions

Technical condition : ‐ UN R13H Rev.2 ABS & ESC‐ UN R83 (06) Rev.4 Euro 5 ‐ UN R94 Rev.1 Front impact ‐ UN R95 Rev.1 Side impact‐ UN R101 Rev.2 Fuel Consumption < 4.3l/100 km,

CO2 < 100g/km

Problems about Braking Notifications At first, DLT revised notification on braking system

under LTA (1979) and draft notification on braking

system under MVA (1979) at the same time

Due to different notification format under MVA, draft

notification for MVA could not issue in the same year as the

one under LTA (in 2011)

In addition, the Industry proposed to include ABS and ESC in

draft notification for MVA for consistency with ECO‐Car 2

condition

2017/10/11

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DLT’s Proposal on Braking SystemMotor Vehicle Act (1979)

• Draft notification of braking system, aligning with R13H to include ABS, ESC and BAS ‐under consideration of Legal Bureau

Land Transport Act (1979)•Draft notification on braking system to add ABS and Endurance Braking System, aligning with R13 ‐ under discussion of AEB (with other Bureaus)

Summary

Drafting notification on braking system, use relevant UN Regulations e.g. R13h & R13 as a guideline (avoid unique requirement)

Joint discussion with the manufacturer is needed for smooth enforcement of the notifications

‐ Thank you ‐

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4th August, 2017

JAPAN AUTOMOBILE STANDARDS INTERNATIONALIZATION CENTER

http://www.jasic.org

GRRF Activities Recent topic

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ECEEconomic Commission for Europe

ESCAPE. C. for Asia & the Pacific

WP29World Forum for Harmonization of Vehicle Regulations

AC1,AC2AC3,AC4

U N / General Assembly

G R P EG R B G R S PG R S GGRRFG R E

ITCInland Transport Committee

ECOSOCEconomic and Social Council

GRRF: (Working party on Brakes and Running Gear)2

UN Organization

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UN R13: BrakingUN R13-H: Braking (13-H)UN R30: Pneumatic Tyres (Passenger Vehicle)UN R54: Pneumatic Tyres (Commercial Vehicle)UN R55: Mechanical CouplingUN R64: Temporary-Use Spare Wheels/TyresUN R75: Pneumatic Tyres (Moped, Motor Cycle)UN R78: Braking (Category L)UN R79: Steering equipmentUN R89: Speed Limitation DevicesUN R90: Replacement Brake Lining AssembliesUN R102: A Close-Coupling DeviceUN R106: Pneumatic Tyres (Agricultural Vehicles )UN R108: Retreaded Pneumatic Tyres (Motor Vehicle) UN R109: Retreaded Pneumatic Tyres(Commercial Vehicle)UN R111: Rollover stability (Tank vehicles if categories N and O)

UN R124: Wheels for passenger cars and their trailersUN R130: Lane Departure Warning System (LDWS) UN R131: Advanced Emergency Braking Systems (AEBS) UN R139: Brake Assist Systems (BAS) UN R140: Electronic Stability Control (ESC) Systems UN R 141: Tyre Pressure Monitoring Systems (TPMS) UN R142: Installation of their tyres

Object UN GTR of GRRFUN GTR3: Motorcycle BrakeUN GTR8: Electronic Stability ControlUN GTR16: Tyres

Object UN Regulations of GRRF

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Calendar of meeting of GRRF for 2017-2018

#83 23-27 January, 2017 (Done)#84 12-13 September, 2017### November (TBD), 2017

(Extraordinary session for *ACSF)#85 5-11 February, 2018#86 25-28 September, 2018

Calendar of GRRF

*ACSF: Automatically Commanded Steering Function

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GRRF Chairman：Mr. Frost (UK) Vice Chairman：MLIT, Japan

(New person from this September) UN Secretariat：Mr. Guichard

GRRF Participants

Participants：

・Industries：OICA, CLEPA, IMMA, ETRTO etc.

・Contracting Parties: Canada, China, EuropeanCommission, France, Germany, India, Japan,Netherland, Russian Federation, South Korea,Spain, Sweden, UK, US etc.

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GRRF Participants

82nd session of GRRF in September, 2016

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Ｂｒｉｅｆ History of Brake Regulations

R13

R13H

BASESC

AEBS

L –Cate

1998 2017

UNR13 -10 SeriesScope M2,N or more

(Remove M1)

UNR13-11SeriesSupp12

UNR 13H:Scope M1 UNR13H - 01

Addition of several requirement (EBS.ECB,PAB,EPB,ABS, Safety of Complex electronic Control System)

By establishing 13H regulations are separated by categories.

UNR139 BAS(Brake Assist System)

UNR140 ESC(Electrical Stability Control)

UNR131 AEBS(Advanced Emergency Braking System)Scope M2,N2 or more

Proposal of expansion of scope

UNR78 Scope Category L

UNGTR3Scope :Motor cycle

New Technology part is separated.

2007

UNR 13H:Scope M1, N1(Extend to N1)

‘H‘ means Globally Harmonized concept

ECE R13:Scope All category

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The Contracting parties of the R13H

ECE symbols

Contracting PartiesDate of

application

DesignatedType ApprovalAuthority(ies)

Designated Technical Service(s)

E 1 Germany 11.05.1998 1/A 1/F; 1/G; 1/J; 1/L; 1/Q; 1/X; 1/AB; 1/AD;1/AP; 1/BM; 1/BQ; 1/BR; 1/BT

E 2 France 11.05.1998 2/C 2/E

E 3 Italy 11.05.1998 3/A 3/B (a) to (g)

E 4 Netherlands 11.05.1998 4/A 4/A; 4/I; 4/L; 4/AM; 4/N; 4/O; 4/P; 4/Q; 4/U; 4/AB; 4/AE; 4/AF; 4/AX

E 5 Sweden 11.05.1998 5/A 5/M

E 6 Belgium 11.05.1998 6/A(a), (b), (c) 6/A; 6/D

E 7 Hungary 11.05.1998 7/A 7/C; 7/G; 7/J

E 8 Czech Republic 11.05.1998 8/A 8/C; 8/D

E 9 Spain 11.05.1998 9/A 9/D; 9/E

E 10 Serbia 11.05.1998 10/A 10/A

E 11 United Kingdom 11.05.1998 11/A 11/A; 11/E; 11/L; 11/N

E 12 Austria 11.05.1998 12/A 12/N

E 13 Luxembourg 11.05.1998 13/A 13/B(a), (b), (e)

E 14 Switzerland 11.05.1998 14/A 14/C

E 16 Norway 11.05.1998 … …

E 17 Finland 11.05.1998 … 17/J; 17/U; 17/V

E 18 Denmark 11.05.1998 … …

E 19 Romania 11.05.1998 19/A(a), (b) 19/B; 19/L

E 20 Poland 11.05.1998 20/A(a) 20/B; 20/D; 20/N

E 21 Portugal 11.05.1998 21/A 21/E5; 21/F4

E 22 Russian Federation 11.05.1998 22/A 22/B

E 23 Greece 11.05.1998 … …

E 24 Ireland1 14.07.2001 24/A 24/B; 24/C; 24/D; 24/E; 24/F; 24/G; 24/Q; 24/R; 24/T; 24/V

E 25 Croatia 11.05.1998 … …

E 26 Slovenia 11.05.1998 26/A 26/B

E 27 Slovakia 11.05.1998 27/A 27/C; 27/D; 27/F; 27/J

E 28 Belarus 11.05.1998 28/A …

E 29 Estonia 11.05.1998 … …

E 30 Republic of Moldova 20.11.2016 … …

UN Regulation No. 13-H (Uniform provisions concerning the approval of passenger cars with regard to braking)Date of entry into force of: Original version: 11.05.1998

Latest 01 series of amendments: 09.02.2017

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E 31 Bosnia and Herzegovina 11.05.1998 … …

E 32 Latvia 18.01.1999 32/A 32/A; 32/C; 32/D; 32/E; 32/F; 32/G

E 34 Bulgaria 21.01.2000 34/A 34/B; 34/C

E 35 Kazakhstan 08.01.2011 35/A(a),(b)

E 36 Lithuania 29.03.2002 36/A 36/D

E 37 Turkey 11.05.1998 37/A 37/B; 37/I;

E 39 Azerbaijan 14.06.2002 … …

E 40 The Former Yugoslav Republic of Macedonia 11.05.1998 … …

E 42 European Union2 14.07.2001

E 43 Japan 24.11.1998 43/A(a) 43/B

E 45 Australia

E 46 Ukraine 08.10.2002 46/A(a), (b) 46/B; 46/E

E 47 South Africa 17.06.2001 47/A …

E 48 New Zealand

E 49 Cyprus3 01.05.2004 49/A 49/B

E 50 Malta3 01.05.2004 50/A 50/B

E 51 Republic of Korea

E 52 Malaysia 04.04.2006 52/A 52/C; 52/D; 52/E

E 53 Thailand

E 54 Albania 05.11.2011 … …

E 56 Montenegro 03.06.2006 … …

E 57 San Marino 26.01.2016 57/A 57/B

E 58 Tunisia 01.01.2008 58/A …

E 60 Georgia 25.05.2015 … …

E 62 Egypt 03.02.2013 … …

The Contracting parties of the R13H

https://www.unece.org/fileadmin/DAM/trans/main/wp29/wp29regs/2017/ECE-TRANS-WP.29-343-Rev.25.pdf

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Contents of amendments on R13H

Status of documentDate of entry into force

WP.29 Session (date)

Adopted document

ECE/TRANS/WP.29/...Content

Suppl.6 to 00 15.10.08 144 (Mar 08) 2008/3 + para. 33 of the report

List of vehicle data for the purpose of R90 approval

Suppl.7 to 00 22.07.09 146 (Nov 08) 2008/81 + Corr.1 Introduction of ESC (Annex 9)

Suppl.8 to 00 24.10.09 147 (Mar 09) 2009/6 Reference to R64

Suppl.9 to 00 17.03.10 148 (June 09) 2009/64 Introduction of BAS Links ESC and BAS (within

Annex 9) De-activates Suppl. 7

Suppl.10 to 00 09.12.10 150 (Mar 10) 2010/4 + Corr.1 Activation of the emergency braking signal

Suppl.11 to 00 30.01.11 151 (June 10) 2010/65 Electric regenerative braking systems -activation of the signal

Suppl.12 to 00 28.10.11 153 (Mar 11) 2011/5 Alignment of R13H & R90 to identify replacement brake disks and drums

Suppl.13 to 00 13.04.12 154 (June 11) 2011/59 Alignment of R13H & FMVSS 126 in regards to ESC malfunction tell-tale + provisions for PTI

Suppl. 14 to 00 2013/01/27 157 (June 12) 2012/47 Clarification on the levels of braking performance in the different positions of the

ignition key.

Suppl.15 to 00 2014/02/13 [159 (Mar 13)] 2013/57 Align Regulation No. 13-H with FMVSS 135 on electric vehicle requirement with special regard

to the regenerative braking system

Suppl. 16 to 00 2015/06/15 160 (June 26) WP29/2014/46/Rev.1 Removal of the ESC tell-tale requirements (inserted to R121)

01 2017/02/09 169 (June ) 2016/50 Remove the provisions related to Brake Assist Systems and Electronic Stability Control

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Topics of 83rd GRRF Session(1-4 February, 2017)

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Proposal：• The expert from Japan proposed to extend the scope of

Regulation No. 131 (AEBS) to vehicles of category M1 and N1.• The expert from Japan also proposed terms of reference for

the Informal Working Group (IWG) on AEBS for making thedraft amendment.

Current R131 Scope:M2, M3 and N2, N3

R131 ‐ Advanced Emergency Braking System (AEBS)

Amended R131 Scope:M1, M2, M3 and N1, N2, N3

(M2, M3)

(N2, N3)

(M2, M3)

(N2, N3)

(M1)

(N1)

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Purpose：To extend the scope to passenger vehicle and small commercial vehicle for preventing accidents arising from human errors by utilizing advanced safety technology


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System Operation：

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Results and Next step: The terms of reference of lnformal Working Group will be agreed in September session of GRRF and endorsed in November session of WP29.

AEBS Informal Working Group:


• Co-Chair：Japan and Other country• Secretary：Japan and OICA

Terms of reference on Informal Working Group:AEBS-01-05-r1 (Secretary) Amended ToR.pdf

URL; https://wiki.unece.org/display/trans/AEBS+-+Ad+Hoc+Meeting

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Proposal：The expert from Italy introduced GRRF-83-09 proposing to insert in Global Technical Regulation (GTR) No. 3 (Motorcycle braking) following provisions.

UNGTR3 ‐ Braking of Category L (related to UNR78)

(a) Electromagnetic immunity of ABS-systems(b) Tri-cycles Anti-lock Braking Systems (ABS)(c) Emergency Stop Signal (ESS)(d) Means to disable the ABS function (‘ABS switch’)

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Purpose：To align UNGTR3 with R78 amendment for harmonization of the regulation.


Requirements Purpose

(a) Electromagnetic immunityof ABS-systems

To include the requirement same as the requirement of 4 wheel vehicle

(b) Tri-cycles Anti-lockBraking Systems (ABS)

To extend the Scope

(c) Emergency Stop Signal(ESS)

To include the requirement same as the requirement of 4 wheel vehicle

(d) Means to disable the ABSfunction (‘ABS switch’)

To allow the off switch only for off-road motor cycle

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Result and next step：Continue to discuss this in September session of GRRF


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R79 ‐ Activities of ACSF Informal Working Group

Purpose: To review the current speed limit (10 km/h) of Regulation No. 79 with the purpose of permitting ACSF functionality

Proposal：Discussing the Requirements for Automatically Commanded Steering Function technology (ACSF) in ACSF Informal Working Group.

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Lane Keeping

Lane Change (Overtaking)

System Operation：

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・CSF (Corrective Steering Function)・ACSF of Category A (a speed no greater than 10 km/h to assist the driver, on demand, in low speed or parking maneuvering (RCP))・ACSF of Category B1 (Lane Keeping Assist System)

Adopted at 171st WP.29 in Mar. 2017

・ACSF of Category C (Lane Change Maneuver)・ESF (Emergency Steering Function)* Discussion Point in ACSF IWG:Safety distance requirements

Will be agreed at Extraordinary session of GRRF in Nov. and adopted at 174th

WP.29 in Mar. 2018.

Current Situation

Result and next step:

2283rd session of GRRF in February, 2017

Thank you for your attention!!

1

1

UN Regulation

4, August, 2017

Yukihiro SHIOMI

Chairman Brakes and Running Gear Subcommittee

in JASIC

2

Table of Contents

1. GRRF Activities

1.1. Organization

1.2. Objectives

1.3. List of Regulation

2. General Aspect of Regulation

2.1. Principle

2.2. Structure

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1. GRRF Activities

1.1. Organization

1.2. Objectives

1.3. List of Regulation

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1.1. Organization of GRRF for Rule Making in UN

UN RegulationECE (Geneva)

WP29

GRRF

UN‐Regulation GTR*

*Global Technical Regulation

1998 agreement1958 agreement

: Brakes & Running Gear∙ ’58/’98 Agreement Contracting Parties ∙ Observer Countries∙ Non‐Governmental Organization : OICA, CLEPA, ISO etc.

UN

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Covers Safety and Environment relevant to Brakes and Running Gear

1.2. Objectives of GRRF

SAFETY

ACTIVE SAFETY

PASSIVE SAFETYUN‐ Reg.

ENVIROMENTCONSIDERATIONS

BRAKE

TYRE

COLLISION

EXHUST EMISSION

STEERING

TPMS

HEAD REST

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1.3. List of Regulation relevant to GRRF

1313H305455647578798990

117130131139140141142

Number Contents

Installation of TyresTyre Pressure Monitoring SystemsElectronic Stability Control Systems (ESC)Brake Assist Systems (BAS)Advanced Emergency Braking Systems (AEBS)Lane Departure Warning Systems (LDWS)

Braking (Commercial vehicle)Braking (Passenger vehicle)Tyres (Passenger vehicle)Tyres (Commercial vehicle)Mechanical couplingTemporary use spare tyre, Run flat tyreTyres (Motorcycle)Braking (Motorcycle)Steering equipmentSpeed limitation devicesReplacement brake linings, discs, drumsRolling sound emissions of Tyres

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2. General Aspect of Regulation

2.1. Principle

2.2. Structure

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(1) Social DemandRegulation shall have Social Necessity from Safety / Environment.

(2) Minimum RequirementShall be reasonable considering Safety/Cost benefit.

(3) Performance RequirementShall be “Performance Requirement” as much as possible and minimize Design Requirementto maintain the design flexibility.

(4) Harmonized RegulationShall consider Global Harmonization.

2.1. Principle of UN Regulation

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2.2. Structure of Regulation

(1) ScopeApplication of Vehicle Category ( M1, M2, M3, N1, N2, N3, O1, O2, O3, L1, L2‐‐‐etc. )

(2) DefinitionDefine the Technical Terms used in the regulation

(3) Application of Approval, ApplicationCertification Method, Certification Sheet

(4) SpecificationTechnical Requirement

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(5) Test ProcedureTest Method

(6) Conformity of Production ( COP )Confirmation Method of Quality of Production Vehicles

(7) Transitional ProvisionApplication Timing of the regulation for New typeand Registration vehiclesSeries amendment, Supplement amendment

(8) AnnexSeparate chapter of Test method, Technical requirement for special system, etc.

2.2. Structure of Regulation

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Toru IHARA

NTSELNational Traffic Safety and Environment Laboratory

Automobile Type Approval Test Department

Aug. 4 2017

Introduction

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3．Facility & equipment2．Type approval system & flow1．Organization of NTSEL

Contents

（１）Facility （２）Equipment（３）Calibration（４）Confirmation of testing vehicle

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Contents


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Organization of NTSEL/NALTEC

NALTECPresidentNALTECPresident

AuditorAuditorAdministration departmentAdministration department

Planning DepartmentPlanning Department

International Harmonization Promotion DepartmentInternational Harmonization Promotion Department

Automotive Research DepartmentAutomotive Research Department

Traffic System Research DepartmentTraffic System Research Department

Automobile Recall Technical Verification DepartmentAutomobile Recall Technical Verification Department



Automobile Proving GroundAutomobile Proving Ground

Railway Certification CenterRailway Certification Center

Inspection DepartmentInspection Department

NALTEC:National Agencyfor Automobile andLand TransportTechnology

Executive DirectorNTSEL director of General

Executive DirectorNTSEL director of General

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Contents


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A system in which the government evaluates conformity with safety / environmental standards, confirms quality assurance system of mass produced vehicles/equipments with identical construction/device, and grants type designation. This process is carried out before the vehicle/equipment is manufactured and sold.

In this system, NTSEL performs technical examinations to evaluate conformity to safety/environmental standards as technical service.

NALTEC / NTSEL

Type approval system

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Meeting with applicant

Selection of test items & vehicles,

Acceptance

Conduct tests

Examination of documents

Organization of contents of

examination,Approval

Meeting on construction of vehicle and device

Rough schedule adjustment

Confirm application documents

Select necessary test items, test vehicles and test dates

Accept applications

Prepare for various tests in advance

Conduct tests

Create test reports

Verification of in-house test data

Final confirmation of application documents

Organize contents of examination

Judge conformity to provisions of Safety Regulations, Approval

Notify MLIT of test results

Flow of certification

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Contents


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Facility

High friction surface Length 250m, Width 6m

Length 1350m, Width 60m

Low friction surface Length 200m, Width 8m

①Test Track

②ABS test section

Large curvature turning section with bank(Designed for 75km/h)

Small curvature turning section with bank(Designed for 70km/h)

④Grade slope

③ESC pavement

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① Test Track

• Road surface affording good adhesion

• Flat and level, straight-line pavement

• Suitable road width and lane marker for braking points

• The track is used forR13H Braking, R13HABS and R139 BAS

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② ABS test Section

Low friction surface

Low friction surface

High friction surface

Basalt tile pavement

High friction surface：Friction coefficient 0.8

Low friction surface：Friction coefficient 0.3

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③ ESC Pavement

ESC test area

Crane & Weight scale

Pit space

R140 8.2- Peak brake coefficient : nominal 0.9

- Slope :level and 1%Preparation building

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④ Grade slope

R13H:20% grade slope

R13:18% grade slope for Truck12% grade slope for Trailer

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3．Facility & equipment2．Type approval system & flow1．Organization NTSEL

Contents


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Check points Service braking

ABS BAS

Braking temperature before braking

O O O

Initial braking speed O O O

Mean fully developed deceleration

O

Force applied to control O O O

Wheel lockup at speeds exceeding 15km/h

O O

Vehicle behavior O O

Deceleration time O O

Control angle O

Equipment for R13H ABS and R139 BAS

Thermocouples

Speed sensor( G sensor )

Measuring gauge of control force

Wheel speed sensor

Visual check

Measuring unit(Generated from data)

Steering angle sensor

Pressure sensor Deceleration sensor

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Thermocouple

Thermocouple

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Fifth wheel type Non-contact type

Speed sensor

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GPS type

Speed sensor

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Brake pedal type Hand brake type


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Steering angle sensorWheel speed sensor

Wheel speed sensor & Steering angle sensor

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Temperature monitor

Main body of the onboard measuring unit

4 Main display＆Main body of the onboard measuring unit

1 Display of Vehicle speed/deceleration/control force

2 Amplifier for fifth wheel onboard measuring unit

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4

33 Temperature monitor

Measuring unit (In case of Fifth wheel)

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Measurement unit・ Deceleration time・ MFDD・ Temperature

before braking・ Stopping distance

Display and meters

・Deceleration

・Control force

・Vehicle speed

Measuring unit (In case of GPS)

GPS Head unit

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Contents


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• Calibrate at several points from 0N to 500N • Confirm the accuracy between the push & pull gauge

and output

Push & pull gauge

Pedal force sensor

Calibration –Pedal force-

Output gauge

• Some tools or sensors need to be calibrated before each testing.

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５０ m

Calibration of Vehicle Speed

• In case of fifth wheel or non-contact sensor, calibrate its pulse output from 0m to 50m

• In case of GPS, the calibration is not necessary. Only check its accuracy.

• Confirm the accuracy within ±1％ according to R13H Annex3 1.1.2

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Calibration of speed measuring device ( Fifth Wheel )

Mark starting point and measure zone distance after 10 rotations

Confirm number of teeth (pulse number) of fifth wheel and correct input pulse to measuring device and actual distance

Enter corrected value in measuring device

Distance is measured after fifth wheel is rotated 10 times

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Contents


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Checking points before testing

• Confirmation of testing vehicle- Vehicle type and number- Type of ENG- Tire size and inflation pressure- Measurement equipment

and its calibration - Confirmation of testing vehicle

Braking parts / modified parts for testing- Measurement mass

• Confirmation item of test condition- Weather conditions- State of testing road surface

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Master backMaster cylinder

ABS modulator

Tire size

Confirmation of testing vehicle( Braking parts)

Disk/Drum size

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Wheel speed sensor

Acceleration sensor

ABS modulator

Engine control CPUYaw rate sensor

Steering control angular rotation sensor

Confirmation of testing vehicle( Braking parts)

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Confirmation of testing vehicle( Modified parts / brake pipes )

Cut valves

Return-pipe to reservoir tank

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Control valves

32

Thank very much for your attention.

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1

Technical Requirementsof UN-R 139

Brake Assist Systems

4, August, 2017

Yukihiro SHIOMI


in JASIC

2

1. What is BAS?

ビデオ

2

3

1. What is BAS?

2.6.

"Brake Assist System (BAS)" means a function of the braking system that deduces an emergency braking event from a characteristic of the driver's brake demand and,

under such conditions:

(a) Assists the driver to deliver the maximum achievable braking rate; or

(b) Is sufficient to cause full cycling of the Anti-lock Braking System.

Effectiveness of BAS

Emergency Brake (Initial Vehicle Speed: 50 km/h)

W/O BAS W/ BAS0

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Expert Driver

5

1. What is BAS?

Stopping Distance (m)

Judgment of Emergency Braking

Braking Force

Time

Ordinary driver

With BAS

Assist

Expert driver

・ Example (Category B)

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3

Air

Stroke sensor

Solenoid

Assists braking force

ECU

・ Example (Category B)

Assist the ordinary driver to attain the braking force same as the expert driver by increasing braking force when detecting an emergency braking.

1. What is BAS?

5

Deceleration a

Pedal force FFABS FABS,extrapolated

aABS

aT

ABS Activation

W/ BAS

FT

W/O BAS

2. BAS category2.6.1."Category A Brake Assist System" means a system which detects an emergency braking condition based primarily on the brake pedal force applied by the driver;

Category A

6

4

2. BAS category2.6.2."Category B Brake Assist System" means a system which detects an emergency braking condition based primarily on the brake pedal speed applied by the driver;

Category B

Judgment of Emergency Braking

Time

Braking Force

Ordinary driver

With BAS

Assist

Expert driver

7

8

3. Functional requirements Category A

6.1.General performance characteristics for category "A" BAS systems

When an emergency condition has been sensed by a relative high pedal force, the additional pedal force to cause full cycling of the ABS shall be reduced compared to the pedal force required without the BAS system in operation.

Compliance with this requirement is demonstrated if the provisions of paragraphs 8.1. to 8.3. of this Regulation are met.

5

9


8.2.1.Once an emergency braking condition has been detected, systems sensitive to pedal force shall show a significant increase in the ratio of:(a) Brake line pressure to brake pedal force, where permitted by paragraph 8.2.5.; or(b) Vehicle deceleration to brake pedal force.

10


6

11


8.2.2.The performance requirements for a category "A" BAS are met if a specific brake application characteristic can be defined that exhibits a decrease of between 40 per cent and 80 per cent in required brake pedal force for (FABS - FT) compared to (FABSextrapolated - FT).

12


8.2.3.FT and aT are threshold force and threshold deceleration as shown in Figure 1. The values of FT and aT shall be supplied to the Technical Service at the time of submission of the type-approval application. The value of aT shall be between 3.5 m/s2

and 5.0 m/s2.

7

13


8.2.5.As an alternative, which can be selected by the manufacturer, in the case of vehicles of category N1, or M1 derived from those N1 vehicles, with a gross vehicle mass GVM > 2,500 kg, the pedal force figures for FT, FABS,min, FABS,max and FABS,extrapolated

may be derived from the brake line pressure response characteristic instead of the vehicle deceleration characteristic. This shall be measured as the brake pedal force is increasing.

14


8.2.1.Once an emergency braking condition has been detected, systems sensitive to pedal force shall show a significant increase in the ratio of:(a) Brake line pressure to brake pedal force, where permitted by paragraph 8.2.5.; or(b) Vehicle deceleration to brake pedal force.

8

15


16


8.2.5.2.The threshold pressure PT shall be stated by the manufacturer and correspond to a deceleration in the range of 2.5 - 4.5 m/s2.

9

17


8.2.5.2.Data evaluationThe presence of a category "A" BAS is proven ifFABS,min < FABS < FABS,max

where:

and

-40%-80%

18

3. Functional requirements Category B

6.2.General performance characteristics for category "B" BAS systems

When an emergency condition has been sensed, at least by a very fast application of the pedal, the BAS system shall raise the pressure to deliver the maximum achievable braking rate or cause full cycling of the ABS.

Compliance with this requirement is demonstrated if the provisions of paragraphs 9.1. to 9.3. of this Regulation are met.

10

19


20

3. Functional requirements Category BExtract from 9.2.After t = t0 + 0.8 s and until the vehicle has slowed down to a speed of 15 km/h, the brake pedal force shall be maintained in a corridor between FABS, upper and FABS, lower, where FABS, upper is 0.7 FABS and FABS, lower is 0.5 FABS.The requirements are also considered to be met if, after t = t0 + 0.8 s, the pedal force falls below FABS, lower provided the requirement of paragraph 9.3. is fulfilled.

11

21


9.3.Data evaluationThe presence of BAS 'B' is demonstrated if a mean deceleration (aBAS) of at least 0.85 · aABS is maintained from the time when t = t0 + 0.8 s to the time when the vehicle speed has been reduced to 15 km/h.

22

aBAS ≥ aABS x 0.85


Pedal force F

Deceleration a

FABS0.5xFABS 0.7xFABS

aABS

W/O BAS

ABS Activation

aBAS

W/ BAS

12

23

4. General requirementsExtract from 5.1.vehicles equipped with a brake assist system shall also be equipped with ABS in accordance with technical requirements of Regulation 13-H.

5.2.The BAS shall be so designed, constructed and fitted as to enable the vehicle in normal use, despite the vibration to which it may be subjected, to comply with the provisions of this Regulation.

5.3.In particular, the BAS shall be so designed, constructed and fitted as to be able to resist the corroding and ageing phenomena to which it is exposed.

24

4. General requirements

Extract from 5.4.The effectiveness of the BAS shall not be adversely affected by magnetic or electrical fields.

Extract from 5.5.The assessment of the safety aspects of BAS shall be included in the overall safety assessment of the braking system as specified in Regulation No. 13-H requirements associated with complex electronic control systems.

13

25

① Deceleration：aBAS ≧ aABS X 0.85

at pedal force range of 0.5x to 0.7x FABS

②Activation：Manufacturer's Choice

Category B

Pedal force F

Deceleration a

FABSFABSx0.7

aABSaABSX0.85

W/O BASW/ BAS

ABS ActivationaBAS

①Deceleration：ΔFEXT x 0.2≦ΔFBAS ≦ΔFEXT x 0.6②Activation：3.5m/s2≦aT≦ 5.0m/s2

Category ADeceleration a

Pedal force F

FABS FABS,extrapolated

aABS

aT

ΔFEXT

ΔFBAS

ABS Activation

W/ BAS

FT

Detect Emergency Braking by Pedal Effort and Activate BAS

W/O BAS

Detect Emergency Braking by Pedal Speed and Activate BAS

5. Summary of requirements

FABSx0.5

26

Thank you for your attention

1

Toru IHARA



Aug. 4 2017

BAS test procedure

R139 BRAKE ASSIST SYSTEMS

3． Test1Reference test to determine FABS and aABS

2． BAS categories and overview1． Test track and equipment

Contents

4． Test 2For activation of BAS

2



Contents


4

Test Track

• Road surface affording good adhesion

• Flat and level, straight-line pavement

• Suitable road width and lane marker for braking points

• The track is used forR13H Braking, R13HABS and R139 BAS

3

5

Check points Service braking

ABS BAS

Braking temperature before braking

O O O

Initial braking speed O O O

Mean fully developed deceleration

O

Force applied to control O O O

Wheel lockup at speeds exceeding 15km/h

O O

Vehicle behavior O O

Deceleration time O O

Control angle O

Equipment for R13H ABS and R139 BAS

Thermocouples

Speed sensor( G sensor )


Wheel speed sensor

Visual check

Measuring unit(Generated from data)

Steering angle sensor

Pressure sensor Deceleration sensor

6

Accuracy for measurement

- Filter technique ISO 15037-1:2006- Sampling rate At least 500Hz

4



Contents


8

2.6. "Brake Assist System (BAS)" means a function of the braking system that deduces an emergency braking event from a characteristic of the driver's brake demand and, under such conditions:

(a) Assists the driver to deliver the maximum achievable braking rate; or(b) Is sufficient to cause full cycling of the Anti-lock Braking System.

2.6.1. "Category A Brake Assist System" means a system which detects an emergency braking condition based primarily on the brake pedal force applied by the driver;

2.6.2. "Category B Brake Assist System" means a system which detects an emergency braking condition based primarily on the brake pedal speed applied by the driver;

BAS categories

5

9

Test 1: Reference test to determine FABS and aABS

The driver apply the force on the brake pedal slowlywithout activation of BAS providing a constant increase of deceleration until ABS is fully cycling.

Test 2: For activation of BASThe driver apply the force on the brake pedal quicklyin order to activate BAS until ABS is fully cycling. After this the driver keep the force on the brake pedal within the FABS area.

Procedure of overview

From maF curve data, determine FABS and aABS

Data assessment of the pedal force and acceleration within the phase of BAS- evaluation



Contents


6

11When the brake pedal forcereaches 20 N.

=


12

0 0.5 1.0 1.5 2.0 2.520

Deceleration(m/s2)

Pedal force(N)

Velocity(km/h)

Reached ABS fully cycling0.5s0.5s

15

100


When the brake pedal forcereaches 20 N.

=

Test speed :100±2km/hLining temperature before braking :65-100℃

7

0 100 200 300 400 500 600 700 8000

1

2

3

4

5

6

7

8

9

10

踏力 [N ]

減速

度[m

/s2]

n=1

n=2

n=3n=4n=5

平均

13

The five individual curves are averaged by calculating the mean deceleration of the five individual curves at increments of 1 N pedal force. The result is the "maF curve"

Ave

Pedal force [N]

dece

lera

tion

[m/s

2 ]


140 50 100 150 200 250 300 350 400 450 500 550 600

amax = The maximum for the deceleration on the "maF curve"

FABS

aMAX

= 0.9×aMAX

aABS

From maF curve determine aABS and FABS


Pedal force [N]

dece

lera

tion

[m/s

2 ]

Acceleration achieved ABS activationaABS ： 0.9×aMAX

Pedal force achieved ABS activationFABS ： The minimum force on the pedal

sufficient to achieve the deceleration a ABSis defined as the value of F corresponding to a= a ABS on the maF curve

8



Contents


16

Upper force ： FBAS < FABS, upper = 0.7・FABSLower force ： FBAS > FABS, lower/ = 0.5・FABS a mean deceleration ： aBAS >= 0.85・aABS

Test 2: For activation of BAS

Phase of BAS-evaluation

The presence of BAS 'B' is demonstrated

Assessment of the pedal force and acceleration within the phase BAS-evaluation

9

17Time

Deceleration(m/s2)

Pedal force(N)

Pedal stroke(mm)

Pressure(MPa)

Velocity(km/h)

15

FABS lower

FABS upper

aLimit = 0.85 aABS

aBAS（mean value）

200.8

ＦBAS（mean value）

100

Test 2: For activation of BAS

18

Additional test(optional) : proving BAS

Meandeceleration

Pressure / Stoke speed etc.

ActivateBASNot activate

BAS

Declared thresh inoverlap area

Proving BASThis check is optional and a kind of confirmationthe declared thresh value by the vehicle manufacturer to activation with BAS and without BAS.

BAS ON

BAS OFF

10

19

T

ABSTedextrapolatABS, a

aFF

・

FTBS ： Declared by manufacturer(Activation value）

aTBS ： Declared by manufacturer(Activation value）

aABS ： From maF curve

maxABSABSminABS, FFF ,≦≦

0.6FFFF TolatedABS,extrapTmaxABS －≦－,

0.2FFFF TolatedABS,extrapTminABS －≧－,

かつ、

6.0F-FFF2.0F-FF TedextraporatABSTABSTedextraporatABST ）（≦≦）（ ,,

＜Reqirements＞

FABS, extrapolated Calculation

where 3.5 ≦ aT ≦ 5.0 m/s2

Assessment of the presence of category A


1

1

Technical Requirementsof UN-R 140

Electronic Stability Control Systems

4, August, 2017

Yukihiro SHIOMI


in JASIC

2

1. What is ESC (VSC by Toyota)?

2

3

1. What is ESC?

2.7."Electronic Stability Control (ESC) System" means a system that has all of the following attributes:

2.7.1.That improves vehicle directional stability by at least having the ability to automatically control individually the braking torques of the left and right wheels on each axle to induce a correcting yaw moment based on the evaluation of actual vehicle behaviour in comparison with a determination of vehicle behaviour demanded by the driver;

4

1. What is ESC?2.7.2.That is computer controlled with the computer using a closed-loop algorithm to limit vehicle oversteer and to limit vehicle understeer based on the evaluation of actual vehicle behaviour in comparison with a determination of vehicle behaviour demanded by the driver;

2.7.3.That has a means to determine directly the value of the vehicle's yaw rate and to estimate its side-slip or side-slip derivative with respect to time;

2.7.4.That has a means to monitor driver steering inputs; and

2.7.5.That has an algorithm to determine the need, and a means to modify propulsion torque, as necessary, to assist the driver in maintaining control of the vehicle.

3

1. What is ESC?

5

・ Example

PURPOSE : Assist vehicle stability when cornering by avoiding under/over steer, with controlling engine torque and each wheel braking torque by sensor inputs

Power Train Control Unit

Brake Pressure Sensor

Wheel Speed Sensor（Each wheel）

Brake ECU

Steering Sensor

Brake Actuator

Yaw Rate & Acceleration Sensor

EFI/ECT ECU

On Board LAN

Braking Force Control Unit

Driving Condition Detection Unit

Electronic Control Slot Valve

6


5.1.Vehicles equipped with an ESC shall meet the functional requirements specified in paragraph 6. and the performance requirements in paragraph 7. under the test proceduresspecified in paragraph 9. and under the test conditions specified in paragraph 8. of this Regulation.

Extract from 5.1.1.As an alternative to the requirements of paragraph 5.1., vehicles of categories M1 and N1 with a mass in running order of more than 1,735 kg may be equipped with a vehiclestability function which includes roll-over control and directional control and meets the technical requirements and transitional provisions of Regulation No. 13, Annex 21.

4

7


5.2.The ESC shall be so designed, constructed and fitted as to enable the vehicle in normal use, despite the vibration to which it may be subjected, to comply with the provisions of this Regulation.

5.3.In particular, the ESC shall be so designed, constructed and fitted as to be able to resist the corroding and ageing phenomena to which it is exposed.

8


Extract from 5.4.The effectiveness of the ESC shall not be adversely affected by magnetic or electrical fields.

Extract from 5.5.The assessment of the safety aspects of ESC, with respect to its direct effect on the braking system, shall be included in the overall safety assessment of the braking system as specified in Regulation No. 13-H requirements associated with complex electronic control systems.

5

9

3. Functional requirements6.1.Is capable of applying braking torques individually to all four wheels and has a control algorithm that utilizes this capability;

6.2.Is operational over the full speed range of the vehicle, during all phases of driving including acceleration, coasting, and deceleration (including braking), except:

6.2.1.When the driver has disabled ESC;

6.2.2.When the vehicle speed is below 20 km/h;

Extract from 6.2.3.While the initial start-up self-test and plausibility checks are completed, not to exceed two minutes

6.2.4.When the vehicle is being driven in reverse.

10

3. Functional requirements

6.3.Remains capable of activation even if the antilock braking system or traction control system is also activated.

6

11

4. Performance requirementsExtract from 7.

the vehicle with the ESC system engaged shall satisfy thedirectional stability criteria of paragraphs 7.1. and 7.2., and it shall satisfy the responsiveness criterion of paragraph 7.3.

Where a vehicle has been physically tested in accordance with paragraph 8., the compliance of versions or variants of that same vehicle type may be demonstrated by a computer simulation,

12

4. Performance requirementsExtract from 9.9.Sine with Dwell test of oversteer intervention and responsiveness

a sine wave at 0.7 Hz frequency with a 500 ms delay beginning at the second peak amplitude

One series uses anticlockwise steering for the first half cycle, and the other series uses clockwise steering for the first half cycle.

0.7Hz / 1429 ms

Extract from 9.9.1.in high gear at 80 +/- 2 km/h.

Extract from 9.9.2.The steering amplitude for the initial run of each series is 1.5 A

7

13

4. Performance requirements

Extract from 9.6.Slowly increasing steer procedure

a constant vehicle speed of 80 +/- 2 km/h and a steering pattern that increases by 13.5 degrees per second until a lateral acceleration of approximately 0.5g is obtained.

Extract from 9.6.1."A" is the steering wheel angle in degrees that produces a steady state lateral of 0.3g for the test vehicle.

14

4. Performance requirementsExtract from 9.9.3.In each series of test runs, the steering amplitude is increased from run to run, by 0.5 A,

Extract from 9.9.4.The steering amplitude of the final run in each series is the greater of 6.5 A or 270 degrees, provided the calculated magnitude of 6.5 A is less than or equal to 300 degrees.If any 0.5 A increment, up to 6.5 A, is greater than 300 degrees, the steering amplitude of the final run shall be 300 degrees.

Extract from 9.9.5.Upon completion of the two series of test runs, post processing of yaw rate and lateral acceleration data is done

8

15


TimeSt. A

ngle

Initial2nd3rd

Final Test runInitial2nd

3rd

Final

St. Angle1.5A

1.5A+0.5A1.5A+1.0A

6.5A, provided that270 – 300 degrees

16

4. Performance requirements7.1.The yaw rate measured 1 second after completion of the Sine with Dwell steering input (time T0 + 1 in Figure 1) shall not exceed 35 per cent of the first peak value of yaw rate recorded after the steering wheel angle changes sign (between first and second peaks) (ψPeak in Figure 1) during the same test run.

7.2.The yaw rate measured 1.75 seconds after completion of the Sine with Dwell steering input shall not exceed twenty per cent of the first peak value of yaw rate recorded after the steering wheel angle changes sign (between first and second peaks) during the same test run.

9

17


ΨPeak

Ψ1.0

Ψ1.75

Figure 1: Steering wheel position and yaw velocity information used to assess lateral stability

Directional stability criteria

ΨPeak

Ψ1.0 ≦0.35

ΨPeak

Ψ1.75 ≦0.20

18


7.3.The lateral displacement of the vehicle centre of gravity with respect to its initial straight path shall be at least 1.83 m for vehicles with a GVM of 3,500 kg or less, and 1.52 m for vehicles with a maximum mass greater than 3,500 kg when computed 1.07 seconds after the Beginning of Steer (BOS).

7.3.1.The computation of lateral displacement is performed using double integration with respect to time of the measurement of lateral acceleration at the vehicle centre of gravity,as expressed by the formula:

10

19

4. Performance requirementsResponsiveness Criterion

≧1.83 mLateral Displacement (GVM ≦3500 kg)

Time

Time

St Angle

Yaw Rate

Lateral

Acceleration

Lateral Displacement = ∫∫Lateral Acceleration

1.07 s

≧1.52 m (GVM > 3500 kg)

1.07 s means ¾ of 0.7 Hz cycling.

20

4. Performance requirementsUndersteer

7.7.4.Understeer information. An outline description of the pertinent inputs to the computer that control ESC system hardware and how they are used to limit vehicle understeer.

11

21

System DiagramSystem, Hard Wear LayoutEach Hard Wear Function

Basic Operational Characteristics Capability of Braking Torque of each WheelControl of Propulsion TorqueControl during Acceleration/DecelerationESC Active Vehicle Speed Range

Logic Diagram Explanation of Basic Operational CharacteristicsUnder Steer Control Algorithm

◆ Technical Documentation

4. Performance requirementsUndersteer

22

4. Performance requirements7.4. ESC malfunction detectionThe vehicle shall be equipped with a tell-tale that provides a warning to the driver of the occurrence of any malfunction that affects the generation or transmission of control or response signals in the vehicle's electronic stability control system.

7.4.1.1.Shall fulfil the relevant technical requirementsof Regulation No. 121;

Extract from 7.4.1.2.the ESC malfunction tell-tale shall illuminate when a malfunction exists and shall remain continuously illuminated

Extract from 7.4.4.The manufacturer may use the ESC malfunction tell-tale in a flashing mode to indicate ESC intervention

12

23

4. Performance requirementsExtract from 7.5.The manufacturer may include an "ESC Off" control,

7.6.2.1.Shall fulfil the relevant technical requirementsof Regulation No. 121;

7.6.2.2.Shall remain continuously illuminated for as long as the ESC is in a mode that renders it unable to satisfy the requirements of paragraphs 7., 7.1., 7.2. and 7.3;

24


5.1.Vehicles equipped with an ESC shall meet the functional requirements specified in paragraph 6. and the performance requirements in paragraph 7. under the test proceduresspecified in paragraph 9. and under the test conditions specified in paragraph 8. of this Regulation.

Extract from 5.1.1.As an alternative to the requirements of paragraph 5.1., vehicles of categories M1 and N1 with a mass in running order of more than 1,735 kg may be equipped with a vehiclestability function which includes roll-over control and directional control and meets the technical requirements and transitional provisions of Regulation No. 13, Annex 21.

13

25

UN‐R13 Annex 21

Extract from 5.2.1.32. of R13The vehicle stability function shall include roll-over control and directional control andmeet the technical requirements of Annex 21 to this Regulation.

Special requirements for vehicles equipped with a vehicle stability function, EVSC (Electronic Vehicle Stability Control)

Extract from 2.1.3. of R13 Annex 21The vehicle stability function shall be demonstrated to the Technical Service by dynamic manoeuvres on one vehicle which has the same vehicle stability function as the vehicle type to be approved. This may be realized by a comparison of results obtained with the vehicle stability function enabled and disabled for a given load condition. As an alternative to carrying-out dynamic manoeuvres for other vehicles and other load conditions, fitted with the same vehicle stability system, the results from actual vehicle tests or computer simulations may be submitted.

26

UN‐R13 Annex 21Extract from 2.1.3. of R13 Annex 21As a means of demonstrating the vehicle stability function any of the following dynamic manoeuvres shall be used:

Directional control

Asymmetrical one period sine steer or pulse steer input test

Reversed steering test or "fish hook" test

Double lane change

mu-split single lane change

J-turn

Sine with dwell

Step steer input test

Reducing radius test Steady state circular test

J-turn

Roll-over control

14

27

5. Summary of requirements

Over‐Steer Intervention (Road surface μ ≥ 0.9)

Test Procedure Judgment Criteria

Yaw Rate Ratio =Yr(t1)Yr(max)

≤ 0.35

Directional Stability

Responsiveness

270°≤ Maximum Steering Angle ≤ 300°

Yaw Rate Ratio =Yr(t1.75)Yr(max)

≤ 0.20

and

Lateral Displacement of Steering Operation

= ʃʃ Lateral Accel. ≥ 1.83 m / 1.52 m

(GVM ≤ 3.5t / GVM > 3.5t)

Time500ms

Time

St Angle

Yaw Rate

1 s

Yr(max)

Yr(t1)

Lateral A

ccel.

∫∫ Lateral Acceleration

Sine with Dwell test at 80km/h

28


1

Toru IHARA



Aug. 4 2017

ESC test procedure

R140 ELECTRONIC STABILITY CONTROL SYSTEMS

3． Test sequence (SIS/SWD)

2． Outrigger and test equipment

1． Overview

Contents

4． Computer simulation

5． R13 EVSC test

2



1． Overview

Contents


5． R13 EVSC test

4

Overview

• Performance requirements– Over steering intervention

• Criteria : YRR (Yaw Rate Ratio) and LD (Lateral Displacement)

– Under steering intervention• Criteria : Technical documents

– ESC malfunction tell-tale and ESC off tell-tale

• Test conditions- Weather conditions

Ambient temperature:0℃-45℃Wind speed:

SSF >1.25 no greater than 10m/sSSF ≤1.25 no greater than 5m/s

- Road surfaceNominal peak brake coefficient = 0.9Dry, solid-paved, no dips and large cracks

3

5

Overview

• Procedure– Conditioning

Tire conditioning and brake conditioning before main test.

– SIS testDetermine “Quantity A(=Basic steer input value )

– SWD testCriteria checks

YRR (Yaw Rate Ratio) and LD (Lateral Displacement)



1． Overview

Contents


5． R13 EVSC test

4

7

Outrigger usage

Picture is from NHTSA document

What is SSF ?SSF (Static stability factor) = T/2H

where T = track width, H =height of the center of gravity→ Bigger SSF might become stable

- In case of SSF ≤1.25, outrigger may be used for testing safety.

SSF ≦ 1.25

The test can be executed without outrigger.

Test vehicle

Outrigger selectionLightweight 27kg ： A mass in running order ＜ 1588kgStandard 32kg ： 1588kg ≦ A mass in running order ≦ 2722kgheavy 39kg ： 2722kg ＜ A mass in running order

＜Outrigger＞

＜Mass settings＞A mass without outrigger ＝ The mass which is loaded with 90% fuel ＋A driver （75kg）＋Test equipments

↪ 168kg : a total interior loadA mass with outrigger＝ A mass without outrigger + outrigger ＋ Fitting tool for outrigger

↪ 27/32/39 ↪ Disclosed by manufacturers

A mass in running order = The vehicle mass with 90% fuel ＋ A driver（75kg）

Yes

No

Outrigger and mass setting

8

5

9

UnitsRobot control

Measuring unit(GPS sensor)

Monitor

Velocity

Steering angle

Lateral accelration

Steering Robot

Test equipment

10

Test equipment(GPS Sensor)

6

11

Test equipment(Steering robot)

12

Test equipment(Steering robot installtion)

< Movies >

7



1． Overview

Contents


5． R13 EVSC test

14

• Test sequence (1)- Brake conditioning

- Tire conditioning

Speed (km/h)

Procedure Time ABS

1 56 Braking around 4.91m/s2 10 stops Not activated

2 72 Braking higher than 4.91m/ s2 3 stops Activate

3 72 Coast driving 5 min -

Speed (km/h) Procedure Lateral acceleration

1 (Around 31 -34)Driven around a 30m circle

(CW:3 ACW :3)4.91-5.89m/s2

2 561Hz sinusoidal input (10 times ×4 set)

Test sequence (Conditioning)

8

15

< Movies >

Test sequence (Tire conditioning)

16

• Test sequence (2)- SIS ( Slowly increasing steer) test

ACW : Anti clock wise

CW : Clock wise

Speed (km/h) Procedure Time CW/ACW

1 80 ±213.5 deg/s increasing

steering input3 ACW

2 80 ±213.5 deg/s increasing

steering input3 CW

3By using above 6 data, determine “Quantity A”

( A = Basic steer input value at 2.94 m/s2)

Test sequence (SIS test)

9

17

Lateral acceleration(m/s2)

Velocity(km/h)

Steering angle(deg)

80km/h

0.5G

13.5deg / sec

The absolute value of the six A values calculated is averaged and rounded⇒ the quantity "A" is determined

0.1G(0.98m/s2）

0.375G(3.68m/s2）

Utilizing linear regression

The steering angle at 0.3G on the utilized linear acceleration

・A sample of SIS data

A

Keep coasting by the driver

Steered by the robot


18

< Movies >


10

19

• Test sequence (3)- Tire re-conditioning

Speed (km/h) Procedure Lateral acceleration

1 (Around 31 -34)Driven around a 30m circle

(CW:3 ACW :3)4.91-5.89m/s2

2 561Hz sinusoidal input (10 times ×4 set)

Test sequence (Re-conditioning)

20

• Test sequence (4)- SWD (Sine with dwell ) test

YRR: Yaw Rate RatioLD: Lateral Displacement

Speed (km/h) Steering amplitude Max. CW/ACW

1 80 ±2 From 1.5 A, increasing by 0.5A 6.5A or 270 deg ACW

2 80 ±2 From 1.5 A, increasing by 0.5A 6.5A or 270 deg CW

3By using above data, calculate values of

YRR (1s &1.75s after completion of input) and LD(1.07s after input)

Test sequence (SWD test)

11

21

横移

動量

横加

速度

ヨー

速度

操舵

角速

度

（m

）（m

/s2）

（de

g/se

c）（de

g）（km

/h）

Time（sec）

Test sequence (SWD data of each series)

Criteria

22

Steerangle(deg)

Velocity(km/h)

Lateralacceleration(m/s2)

Yaw rate(deg/s)

1.0sec

1.75sec1.07sec

LateralVelocity(m/s) dtvdta GCyGCy .,.,横移動量　：　　

YRRmax

YRR1.0 YRR1.75YRRmaxYRR1.0

≦ 0.35

YRRmaxYRR1.75

≦ 0.20

■Yaw rate ratio from 1.5A to Final A

1.83m （GVW≦3.5t）

1.52m （GVW≧3.5t）

■Lateral displacementfrom 5A to Final A

Initiation of the first SWD test series shall begin within two hours after completion of SIS test

Test sequence (Each series of SWD evaluation)

BOS:Begging of Steer

COS:Completion of Steer

Lateral displacement(m)

12

23

Reference (steering amplitude for each series)

Quantity "A"

Lateral displacement shall be evaluate greater than 5.0 A

Quicker behavior Slower behavior

24

< Movies >

Test sequence (SWD test)

13



1． Overview

Contents


5． R13 EVSC test

Use of the dynamic stability simulation

7. Performance requirements"Where a vehicle has been physically tested in accordance

with paragraph 8., the compliance of versions or variants of that same vehicle type may be demonstrated by a computer simulation, which respects the test conditions of paragraph 8. and the test procedure of paragraph 9.9. The use of the simulator is defined in Annex 3 to this Regulation."

Annex 3. 1.1."The vehicle stability function shall be demonstrated by the

vehicle manufacturer to the Type Approval Authority or Technical Service by simulating the dynamic manoeuvres of paragraph 9.9. of this Regulation.

Computer simulation(1)

26

14


27

Dynamic stability simulation tool and its validation

Annex4 2.1."The validity of the applied modelling and simulation tool shall

be verified by means of comparisons with practical vehicle tests. The tests utilized for the validation shall be the dynamic manoeuvres of paragraph 9.9. of this Regulation.

Annex 4. 2.2."The objective is to show that the simulated vehicle

behaviour and operation of the vehicle stability function is comparable with that seen in practical vehicle tests."

5020kg

0

1000

2000

3000

4000

5000

6000

7000

0.00 0 .10 0 .20 0.30 0.40 0.50 0 .60 0 .70 0.80 0.90 1.00

スリップ率

前後

力(N

)

0

100

200

300

400

500

600

700

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500

エンジン回転数(N)

トル

ク(N

)

A example for the validation

Vehicle model

ESC model

Tyre angleWhell speedAccerationYaw rateRoll rate

Brake torqueEngine torque

VelocitySteering angle

Tyre data

-2000

-1500

-1000

-500

0

500

1000

1500

2000

-1000 -800 -600 -400 -200 0 200 400 600 800 100

ピストン速度(mm/s)

減衰

力(N

)

Damper

Torque etc・・・

Simulation

Actual

What is “Comparable” ?The simulation can be

verified the specification difference taking into consideration the range of tolerance in the actual test.

28

Comparable for each results

Spec A

Spec B

Spec C


15



1． Overview

Contents


5． R13 EVSC test

30

EVSC test (R13)

• R13 annex 21- EVSC (Electric Vehicle Stability Control)

Check EVSC by choosing one demonstration from each control in the following table.

Compare dynamic manoeuvres with ON / OFF

Directional control Roll-over control

Reducing radius input Steady state circular

Step steer input test J-turn

Sine with dwell

J-turn

μ-split single lane change

Reversed steering test or “fish hook” test

Double lane change

16

31

< Movies >

EVSC test (R13 Trailer)


1

1

Technical Requirementsof UN-R 13H, Annex 6

Anti-lock Systems,ABS (Anti-lock Brake System)

4, August, 2017

Yukihiro SHIOMI


in JASIC

2

1. What is ABS?

2.1.An "anti-lock system" is a part of a service braking system which automatically controls the degree of slip, in the direction of rotation of the wheel(s), on one or more wheels of the vehicle during braking.

2

3

1. What is ABS?Service braking system without ABS

(A) Dual circuit : Front‐rear split

Booster

P‐valve

Pedal

Master cylinder

4

1. What is ABS?Service braking system without ABS

(B) Dual circuit : X‐diagonal split

Booster

P‐valve

Pedal

Master cylinder

3

5

1. What is ABS?Service braking system with ABS

(A) Dual circuit : Front‐rear split

Booster

ABS‐Modulator

Pedal

Master cylinder

ECU

Wheel Speed Sensor

6


4.1.Any electrical failure or sensor anomaly that affects the system with respect to the functional and performance requirements in this annex, including those in the supply of electricity, the external wiring to the controller(s), the controller(s) and themodulator(s) shall be signaled to the driver by a specific optical warning signal. The yellow warning signal specified in paragraph 5.2.21.1.2. of this Regulation shall be used for this purpose.

(UN‐R121)

4

7

ABS failure criteriaInitial braking speed 100km/hStopping distance 0.1V+0.075v2 (85m)Mean deceleration 5.15 m/s2 (80% of Type O)Pedal Force 65 to 500N

2. General requirements4.2.In the event of a single electrical functional failure which only affects the anti-lock function, as indicated by the above-mentioned yellow warning signal, the subsequentservice braking performance shall not be less than 80 per cent of the prescribed performance according to the Type-0 test with the engine disconnected. This corresponds to a stopping distance of 0.1 v + 0.0075 v2 (m) and a mean fully developeddeceleration of 5.15 m/s2.

8


4.3.The operation of the anti-lock system shall not be adversely affected by magnetic or electrical fields.

4.4.A manual device may not be provided to disconnect or change the control mode of the anti-lock system.

5

9

Various road conditions

A : High μ road surfaceAbout 0.8

B : Low μ road surface0.3 or less

C : μ split (different μ on left / right)

D : μ jump (Low μ to High μ)

D : μ jump (High μ to Low μ)


High μ

Low μ

High μ

Low μ

High μ Low μ

High μLow μ

High μ ≥ 0.5

High μ≥ 2

Low μ

High μ ≥ 0.5

High μ≥ 2

Low μ

10


5.2.1.The utilization of adhesion by the anti-lock system takes into account the actual increase in braking distance beyond the theoretical minimum. The anti-lock system shall be deemed to be satisfactory when the condition epsilon ≥ 0.75 is satisfied, where epsilon represents the adhesion utilized, as defined in paragraph 1.2. of Appendix 2 to this annex.

≧0.75

6

11


Extract from 5.2.2.The adhesion utilization epsilon shall be measured on road surfaces with a coefficient of adhesion of 0.3 or less, and of about 0.8 (dry road), with an initial speed of 50 km/h.

≧0.75

High μ

Low μ

50 km/h

50 km/h

12


Extract from 5.2.5.The condition epsilon > 0.75 shall be checked with the vehicle both laden and unladen.

≧0.75

High μ

Low μ

LadenUnladen

LadenUnladen

50 km/h

50 km/h

7

13


1.2.2. of Appendix 2From an initial vehicle speed of 55 km/h, the maximum braking rate (zAL) shall be measured with full cycling of the anti-lock braking system and based on the average value of three tests, as in paragraph 1.1.3. of this appendix, using the time taken for the speed to reduce from 45 km/h to 15 km/h, according to the following formula:

14


1.1.3. of Appendix 2A number of tests at increments of line pressure shall be carried out to determine the maximum braking rate of the vehicle (zmax). During each test, a constant input force shall be maintained and the braking rate will be determined by reference to the time taken (t) for the speed to reduce from 40 km/h to 20 km/h using the formula:

zmax is the maximum value of z; t is in seconds.

8

15


1.1.3.2. of Appendix 2Starting from the minimum measured value of t, called tmin , then select three values of t comprised within tmin and 1.05 tmin

and calculate their arithmetical mean value tm ,then calculate:

16


1.2.3. of Appendix 2The coefficient of adhesion kM shall be determined by weighting with the dynamic axle loads.

kM

kf

kr

Ffdyn

Frdyn

Ff

Fr

PgEhZAL

k - factor of the power-driven vehicle

k - factor of one front axle

k - factor of one rear axle

normal reaction of road surface under dynamic conditions with the anti-lock system operativeFfdyn : one front axle, Frdyn : one rear axle

normal reaction of road surface on one axle under static conditionsFf : one front axle, Fr : one rear axle

mass of individual vehicle (kg)

acceleration due to gravity (9.81 m/s2)

wheelbase

height of centre of gravity

braking rate z of the vehicle with the anti-lock system operative

9

17


5.3.4.The provisions of this paragraph shall only apply to vehicles equipped with anti-lock systems of categories 1 or 2. When the right and left wheels of the vehicle are situated on surfaces with differing coefficients of adhesion (kH and kL), where kH > 0.5 and kH / kL > 2, the directly controlled wheels shall not lock when the full force is suddenly applied on the control device at a speed of 50 km/h;

5.3.5.Furthermore, laden vehicles equipped with anti-lock systems of category 1 shall, under the conditions of paragraph 5.3.4. of this annex satisfy the prescribed braking rate in Appendix 3 to this annex;

High μ

Low μC : μ split

18


Extract from Appendix 3The braking rate (zMALS) for laden vehicles shall be:

High μ

Low μC : μ split Laden

10

19

4. ABS category

3.1.1. Category 1 anti-lock systemA vehicle equipped with a category 1 anti-lock system shall meet all the requirements of this annex.

3.1.2. Category 2 anti-lock systemA vehicle equipped with a category 2 anti-lock system shall meet all the requirements of this annex, except those of paragraph 5.3.5.

3.1.3. Category 3 anti-lock systemA vehicle equipped with a category 3 anti-lock system shall meet all the requirements of this annex, except those of paragraphs 5.3.4. and 5.3.5.

High μ

Low μ

20

5. Additional checks5.3.The following additional checks shall be carried out with the engine disconnected, with the vehicle laden and unladen:

5.3.1.The wheels directly controlled by an anti-lock system shall not lock when the full force is suddenly applied on the control device, on the road surfaces specified in paragraph 5.2.2. of this annex, at an initial speed of v = 40 km/h and at a high initial speed v = 0.8vmax < 120 km/h

High μ

Low μ

LadenUnladen

LadenUnladen

The wheels shall not lock

40 km/h120km/h

11

21

5. Additional checks5.3.2.When an axle passes from a high-adhesion surface (kH) to a low-adhesion surface (kL), where kH > 0.5 and kH / kL > 2, with the full force applied on the control device, the directly controlled wheels shall not lock. The running speed and the instant of applying the brakes shall be so calculated that, with the anti-lock system fully cycling on the high-adhesion surface, the passage from one surface to the other is made at high and at low speed, under the conditions laid down in paragraph 5.3.1.

LadenUnladen

The wheels shall not lock

40 km/h120km/h

High μLow μ

22

5. Additional checks5.3.3.When a vehicle passes from a low-adhesion surface (kL) to a high-adhesion surface (kH) where kH > 0.5 and kH / kL > 2, with the full force applied on the control device, the deceleration of the vehicle shall rise to the appropriate high value within a reasonable time and the vehicle shall not deviate from its initial course. The running speed and the instant of applying the brake shall be so calculated that, with the anti-lock system fullycycling on the low-adhesion surface, the passage from one surface to the other occurs at approximately 50 km/h;

LadenUnladen

Decelerationshall rise

50 km/h

High μ Low μ

12

23

5. Additional checks5.3.6.However, in the tests provided in paragraphs 5.3.1., 5.3.2., 5.3.3., 5.3.4. and 5.3.5. of this annex, brief periods of wheel-locking shall be allowed. Furthermore, wheel-locking ispermitted when the vehicle speed is less than 15 km/h; likewise, locking of indirectly controlled wheels is permitted at any speed, but stability and steerability shall not be affected and the vehicle shall not exceed a yaw angle of 15 deg. or deviate from a 3.5 m wide lane;

15 deg.3.5m Braking starts

Stop

24

5. Additional checks5.3.7.During the tests provided in paragraphs 5.3.4. and 5.3.5. of this annex, steering correction is permitted, if the angular rotation of the steering control is within 120 deg. during the initial 2 seconds, and not more than 240 deg. in all. Furthermore, at thebeginning of these tests the longitudinal median plane of the vehicle shall pass over the boundary between the high- and low-adhesion surfaces and during these tests no part of the outer tyres shall cross this boundary.

High μ

Low μ

120

‐120

‐240

240

2 sec.

Stop

Brake start

OK

NG

Time

Steering Angle (deg.)

13

25

6. Summary of requirementsHigh μ Low μ

Low μ

High μHigh μ Low μHigh μLow μRoad

surface

Requirement

≧0.75

Vehicle speed (km/h) 40, 120 5040, 120 40, 12050

No wheel lockV ≥ 15 km/hYaw angle< 15 deg.

Not deviate3.5m lane

Steering angle120°/240°

Not crossLane boundary

RiseDeceleration

26


1

1

Toru IHARA



Aug. 4 2017

ABS test procedure

R13H Annex6 ABS

2

3． Additional checks

2． Measurement value

1． ABS testing overview

Contents

4． Type-0 test at ABS system failure

2

3




Contents


4

• PurposeTo confirm the braking force utilization rate and other data during ABS intervention by using road surfaces of different adhesion coefficients.

• Road surface: Definitions(i) High surface : A road surface having an adhesion coefficient of

about 0.8

(ii) Low surface : A road surface having an adhesion coefficient of 0.3 or less

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

ABS testing overview

3

5

（５）Additional check ABS

(a) Confirmation of wheel lock Confirmation no wheel lock in ABS operation

(b) High μ→Low μ test Confirmation vehicle behavior from high-μ surface to low-μ surface

(c) Low μ →High μ test Confirmation vehicle behavior from low-μ surface to high-μ surface

(d) Split μ test Confirmation vehicle behavior on a split-μ surface

ABS testing overview

Test item Contents

（１）ABS failure braking test and confirmation of warning lamp

Confirmation of braking ability and operation of warning lamp in the ABS failure

（２）ZAL measurement Measurement of braking rate of the vehicle with the ABS in operation

（３）ZMALS measurement Measurement of ZAL of the power driven vehicle on a split surface

（４）k measurement Measurement of Adhesion coefficient between tire and road surface

6

The marking on the tires for Visual check of lock

Mark on the tires to check wheel rotation visually

4

7


2． Measurement values


Contents


8

ＺＡＬmeasurement

• These tests are executed on Low μ road and high μ road.

• ABS system is available.

• It is executed three times, and the average time (tm) is calculated.

• Maximum braking rate (ZAL) is calculated from the following expressions (tm) between the calculated mean time.

ＺＡＬ＝０．８４９／ｔｍ

（ｔ）

time required ：ｔ

（V）

Initial speed of braking :55km/h

45km/h

15km/h

Gear position : N

5

9

K value measurement

• These tests are executed on Low μ road and high μ road.

• These tests are executed on each axle.

(Front axle braking only and rear axle braking only)

• ABS system is NOT operative

• Three t within 5% of minimum measurements (t min) is measured and mean value (tm) is calculated.

Zm＝０．５６６／tm

• Using the equation in annex6( appendix2 1.1.8&1.2.3) and measured Zm, KL and KH value is calculated for Lowμand High μof PBC.

（ｔ）

（V）

40km/h20km/h

Gear position : N

Initial speed of braking :50km/h

time required ：ｔ

10

The adhesion utilized : εcalculated

• These values are calculated for Low μ road and high μ road.

• The adhesion utilized for the vehicle is quotient of the maximum braking rate with the ABS operative (ZAL) and the coefficient of adhesion (KM).

ε ＝ ZAL ／ KM

ε ≧ 0.75

6

11

ＺＭＡＬＳ measurement

Measuring steer angle

Veh

icle sp

eed

Ttime

V0:55km/h45km/h

15km/h

High-μ surfaceLow-μ surface

Gear position : N

12

ＺＭＡＬＳ measurement

• The right and left wheels of the vehicle are situated on the high μ road and the low μ road surfaces and braking is applied.

• It is executed three times, and the average time (tm) is calculated.

• Braking ratio (ZMALS) is calculated from (tm) between the calculated mean time.

ZMALS＝０．８４９／tm• Braking ratio (ZMALS) must satisfy the following expressions.

ZMALS ≧ 0.75× 4KL＋KH

５

ZMALS ≧ KL

7

13




Contents


14

Additional ABS testing

• PurposeTo confirm the following under various road surface conditions:

- The wheels do NOT lock up

- The vehicle behavior is stable

8

15

Additional ABS testing（check item）

Criteria to be checked High surface

Low surface

From high surface to low surface

From low surface to high surface

Split surface

Test speed 40 and 120km/h

40 and 120km/h

40 and 120km/h

50km/h 40km/h

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

O O O O O

The yaw angle does not exceed 15 degrees

O O O O O

The vehicle does not deviate from a 3.5m-wide lane

O O O O O

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

O

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

O

16Low-μ surface

速

度

時間

High-μ surface

Additional ABS testing（ High-μ → Low-μ surface）

ABS unit must be activated (full cycling) Vehicle speed at

this point is 40km/h

Vehicle speed at this point is 120km/h

Gear position : N

(t)

(V)

9

170 1 2 3 5 6 7 8

Ｔｉｍｅ（Ｓ）

0

10

20

30

40

50

60

70

Spe

ed(k

m/h

)Fifth wheel Left Front

Right Front

Left Rear

Right Rear

Additional ＡＢＳ testing（ High-μ → Low-μ surface）Wheel speed waveforms

18Low-μ surface

(V)

時間

ABS unit must be activated (full cycling)

Vehicle speed at this point is 50km/h

High-μ surface

Additional ABS testing（Low-μ → High-μ surface）

Gear position : N

(t)

10

190 1 2

Ｔｉｍｅ（Ｓ）

0

10

20

30

40

50

60

70

Spe

ed(k

m/h


Right Front

Left Rear

Right Rear

Additional ABS testing（Low-μ → High-μ surface）Wheel speed waveforms

20

Additional ABS testing（split-μ）

速

度

時間

Gear position : N

V0:50km/hMeasuring steering angle

（High-μ surface）（Low-μ surface）

(V)

11

21

Additional ABS testing（split-μ）wheel speed waveforms

0 1 2 3 5 6 7 8Ｔｉｍｅ（Ｓ）

0

10

20

30

40

50

60

70

Spe

ed(k

m/h


Right Front

Left Rear

Right Rear

22




Contents


12

23

Type-0 test at ABS system failure

Disconnect ABS Fuse

Confirm ABS failure indicator lamp is turned on

＊The failure mode is different according to the vehicle.

24

time（ｔ）

Stopping distance

Braking point

Pad temperature before braking :65-100℃

Braking speed : 98% or exceeding 100 km/h

Veh

icle

sp

eed（V）

Gear position : N

Stopping distance 0.1 V+0.0075v2 or less

MFDD 5.15m/s2 or more

Control force 65～500N

Type-0 test at ABS system failure

13

25

Confirmation of ABS warning device

ABS in failureABS warning lamp lights up

Warning confirmation on electrical failure

Warning confirmation on sensor failureRemove the pulse detector on the wheel speed sensor, or remove the sensor’s connector, etc.

15 km/h or less

ABS warning lamp lights up

26


14

27

< movies >

R 13 ABS for Heavy Trailer

28

< Reference >

15

29

MFDD（developed deceleration）

115.5

Fifth wheel

Speed pulse signal

Brake “on” signal

Control unit

V0

Ve

VbInitial speed of braking:Ｖ０

Vehicle speed at 0.8V０:Ｖｂ

Vehicle speed at 0.1Ｖ０:Ｖe

Judgment vehicle speed 0km/h

Brake “on” signalBraking distance:Ｄ／Braking time:Ｔ

Distance Sb traveled between Ｖ0 to Vb

Distance Se traveled between Ｖ0 to Ve

Ｖｂ2－Ｖe

2

25.92(Ｓe－Ｓb)dm=

30

Measurement mass

Riding capacity 5

Mass of vehicle specified by manufacturer

1410kg

(with 90% fuel

including spare tire unit and tool etc)

Unladen condition 1410kg + a driver

+ a measuring person

+ some equipments

(Total:200kg or less)

Laden condition

(Maximum mass)

1785kg=1410kg + 375kg or more

(75kg × 5)

Mass distribution specified by manufacturer

Fr：52.8% Rr：47.2%

16

31

How to distribute “actual total mass” ?In case of 1789kg as “actual total mass”,

Estimate the target by using “Mass distribution specified by manufacturer”

• Target front axle mass = actual total mass ×52.8% = 945kg

• Target Rear axle mass = actual total mass ×47.2% = 844kg

Actual mass on each tire as follows

FL 469kg FR 480 kg 11kg difference between FL and FRRL 415kg RR 424kg 9kg difference between RL and RR

Distribution of mass

Front axle total 949kg +4kg difference between actual and targetRear axle total 839kg -5kg difference between actual and target

1

1

Tests on R131 AEBS

Toru IHARA



Aug. 4 2017

2

Outline of Advanced Emergency Braking System (AEBS)

The risk of a collision is detected in advance by sensors such as millimeter wave radar.

↓As the risk of collision increases, the system issues a warning, activates the emergency brake, and slows down the vehicle.

↓Avoid the collision or reduce damage.

Scope of application: Vehicles of N2 or M2, N3 or M3 categoriesOperating vehicle speed: 15 km/h to the maximum design speed (which is, in

Japan, 80 km/h, the speed limit under the Road Traffic Act for vehicles of Category N3 (over 12t))

Steering sensor

Warning

Electronically controlled braking system (EBS)

Yaw rate sensor

ComputerMillimeter wave radar

2

3

Targets Used in AEBS Tests

Stationary object Moving objectReflector type

The object is defined as one equivalent to an M1 AA sedan type passenger car*.

Examples of characteristics given:- Reflector typeRadio wave reflection characteristics,size, number, etc.

- Balloon typeSize, radio wave reflection characteristics, imaging characteristics, etc.

Technical explanation on the characteristics of the target used in the test

The test is conducted with soft targets safe to collide with.

Stationary object Moving objectBalloon type

Reflector

Reflector

4

Warning and Activation Tests Using Targets

Time[s]

Dem

and

of d

ecel

erat

ion[

m/s

2 ]

Braking demand: A vehicle CAN signal sent by the AEBS ECU (computer) to the brake ECU demanding a deceleration of 4m/s2 or more.

4m/s2

Braking Demand First warning

Second warning

- Test speeds: Test vehicles: 80±2 km/h, Targets: 0 km/h (stationary), 12±2km/h or 67±2km/h(moving)- Warning type: Acoustic (sound), haptic (tactile sense: soft braking shocks, seat vibration, etc.),

optical (display)

Haptic brake

Emergency braking phase

Bip, bip, bip… Beeeep!

Warning Phase

Judgment made by measurement using braking demand

1.4s 0.8s 0s

After braking demand: Emergency braking phaseBefore braking demand: Warning phase

3

Requirements:

5

Warning and Activation Tests Using Targets

6

Failure detection / Deactivation / False detection Tests- Type of warning

Optical warning (display) with a yellow telltale

1) Failure reaction testReproduce the failure (by powering off the component parts, breaking the electrical connection between the components, etc.)Requirements:- As long as the reproduced failure is present, the yellow telltale must turn on within 10 seconds after the vehicle runs at a speed over 15 km/h.

- After that, the telltale must turn on again after an ignition OFF/ON cycle.

2) Deactivation testActivate the AEBS OFF switch (if provided)Requirements:- The yellow telltale must turn on when the AEBS is switched off.- The yellow telltale must not turn on again after an ignition OFF/ON cycle (Confirmation of automatic restoration).

3) False detection testPark a vehicle on each of the left and right adjacent lanes and run the test vehicle between the lanes over the distance of 60 m or more at a constant speed of 50 ± 2 km/h.Requirements:- No collision warning must be issued.- The emergency braking phase must not start.

4

7

Tests on R130 LDWS

Toru IHARA



Aug. 4 2017

8

Outline of Lane Departure Warning System (LDWS)

Recognizes the lane through a camera.

↓If the vehicle deviates or is about to deviate from the lane, sets off an warning.

↓Helps avoid lane departure.

Scope of application: Vehicles of N2 or M2, N3 or M3 categoriesOperating vehicle speed: 60 km/h or more

White line recognition camera

Example of the image perceived by the camera

Awareness monitor

Lane departure

Warning against lane departureDecreased awareness, extremely erratic driving (lane departures), etc.

5

- As test lanes, examples of each country’s lanes are shown in Table 1, Annex 3.The width between the left and right lane markings (lane width) is 3.5 m or more.

- Lane in Japan is as shown below.- The following lanes have been marked in the car test site.

9

Test Lane Marking

According to paragraph 6.2.3, explanation is given in writing about conformity to lanes other than "lanes in Japan".

10

Lane Departure Warning Test

- Test speed: Longitudinal direction (vehicle speed): 65 ± 3 km/hLateral direction (departure speed): 0.1 m/s to 0.8 m/s (0.36 km/h to 2.88 km/h)

- Direction of departure: Both leftward and rightward. The deviation test is conducted with both solid and dashed lane markings.

- Types of warning: At least two of the three types of warning - Acoustic (sound), haptic (tactile sense: steering wheel vibration, seat vibration, etc.), and optical (display) -Use either acoustic or haptic type of warning. Explicit indication of rightward or leftward deviation is acceptable.

Within the limits of the departure speeds shown above, the test is conducted at a “relatively slow”, a “relatively fast” speed, and at a “moderate” speed.

6

Requirements:The warning must be issued before the outside of the front wheel tire of the vehicle closest to the lane marking crosses a line marked at 0.3 m away from the outer end of the lane marking.

11

Lane Departure Warning Test

Judged based on measurements by various methods, including GPS, cameras, and deviation courses.

0.3m

ExampleLeftward departure

Warning issued before this point

12

Failure Detection Test / Deactivation Test

- Type of warning:Optical (display) warning with a yellow telltale

1) Failure detection testReproduce the failure (by powering off the component parts, breaking the electrical connection between the components, etc.). Requirements:- As long as the reproduced failure is present, the yellow telltale must turn on within 10 seconds after the vehicle runs at a speed over 15 km/h.

- After that, the telltale must turn on again after an ignition OFF/ON cycle.

2) Deactivation testActivate the LDWS OFF switch (if provided).Requirements:- The yellow telltale must turn on when the LDWS is switched off.- The yellow telltale must not turn on again after an ignition OFF/ON cycle (Confirmation of automatic restoration).

7


รายชือ่ผูเขารวมประชมุ (The participants list) การประชมุผูเชีย่วชาญแหงเอเชยี ครัง้ที ่49 (49th Asia Expert

Meeting) วนัศกุรที ่4 สงิหาคม 2560(Friday 4 August 2017)

บุคคลภายในกรมการขนสงทางบก (DLT.)

ลําดับท่ี

ช่ือ (Name) นามสกุล (Sername)

หนวยงาน (Section)

1 KAMOL BURANAPONG รอว.

2 ANNOP HANKIJ สนว.

3 JIRAPORN

KAEWKRAISORN

กฐย.

4 KEERATISIT JAYANKURA กฐย.

5 CHARIN KETNAK กฐย.

6 SUK-ANUN PANICHKUL กฐย.

7 NATTHAWUT

VIRIYAJITSOMBOON

สตส.

8 KANIDPONG

BANDITSAOWAPARK

สตส.

9 NATHANAI

HONGSURAPHAN

สรบ.

10 TIPPHAWAN PISANPEETI สรบ.

11 APIPU LIMSRIPHET สรบ.

12 THITIMA SAENG-NGAM กพล.

13 SUPIPATHANASAK

BOONCHARN สสร.

14 BOONMAK CHAIIN สขพ. 5

15 DECHA NOOSHANART สขพ. 5

16 NATHAKRIT

THONGSAWANGRAT

สนก.

17 PHATTANOP SUMONTA สฐต.

18 PUMMARIN KUMJAN ฝบว.

19 KAMOLWAN BUALUANG ฝบว.

20 TITIPAT

THAIJOUNGRAK

สสร.

บุคคลภายนอก (Other.)

ลําดับท่ี

ช่ือ นามสกุล หนวยงาน

1 KUNIHIKO KUMITA Director of Research

Division, JASIC

2 TAKESHI KORENORI Chief Representative of

JASIC

3 YOSHIHISA TSUBURAI Chief of Technical

Section, JASIC

4 YUKIHIRO SHIOMI

Chairman of Brakes and

Running Gear

Subcommittee of JASIC

5 TORU IHARA

Type Approval Engineer,

Automobile Type

Approval Test

Department, NTSEL

6 PABHADA PEUNGKIATPAI

ROTE

Thai Industrial Standards

Institute (TISI)

7 ACHANA LIMPAITOON (TAPMA) President

8 WANKANIT NINTAWONG (TAPMA) Academic

Section

9 POONLAPO

RN SUKSAI

DENSO International Asia

CO.,LTD

10 AUSSAMAP

ORN BANYAM

DENSO International Asia

CO.,LTD

11 KHANCHIT CHAISUPHO Secretary General (TAIA)

12 PONGSAKO

RN

CHARNVANICH

BORIKARN

SUZUKI MOTOR

(THAILAND) CO.,LTD

13 WARAPOR SANGKIETTIYU SUZUKI MOTOR

N T (THAILAND) CO.,LTD

14 NIWIT

LIUNANONCHA

I

Nissan Motor Asia Pacific

Cp., Ltd

15 WEERAWA

T LAWAPIMOL

Nissan

Motor(Thailand)Co.,Ltd.

16 NATTAWUT TRAKARNSOO

K

Honda Automobile

(Thailand) Co., Ltd.

17 RUTH WANNARUETAI Honda Automobile


18 KAESINEE KLANGTHONG Honda Automobile


19 SUVITCHA BUNYARATAVE

J

Ford Service

(Thailand)Co., Ltd.

20 JOMER CRUZ VILLA Ford Service

(Thailand)Co., Ltd.

21 WARINTON INTANAI Mazda Sales (Thailand)

Co.,Ltd.

22 PATOOMPO

RN TIWAPEE

MITSUBISHI MOTORS

(THAILAND) CO.,LTD

23 RATTANA LEHAVANICH BMW (Thailand) Co., Ltd

24 PONGSTHO

RN

SRISUWANNAK

IT

Hyundai Motor (Thailand)

Co.,Ltd.

25 NANTAWUT NAULKAEW General motor (Thailand)

Limited

26 SITTI LIMPANAWON

GSAEN

CHEVROLET SALES

(THAILAND) LTD.

27

CHAWAL

TAWEEROJKU

LSRI

Tripetch Isuzu Sales

28 THITIRAT SRIPANNGERN

tata motor (thailand)

limited

29

BANPOCH

TENGWONGW

ATTANA

TOYOTA MOTOR

THAILAND CO.,LTD.

30 LUCHANUN

MAKPHANITWA

T

TOYOTA MOTOR

THAILAND CO.,LTD.

31 SINEENART TULLAWATTHANA

Mercedes-Benz (Thailand) Limited

32 THANAWAT KOOMSIN TAIA

33 HIROSHI SEKIGUCHI TOYOTA DAIHATSU Engineering & Manufacturing

34 ONG-ARJ PONGKIJWORASIN

Senior Vice Chairman (TAIA)

1

Report on the 49th JASIC Asia Expert Meeting (on R139, 140, and ABS)

Finalized on September 6, 2017

(Draft) Created on September 1, 2017

Date: Friday, August 4, 2017, 9:00-17:00

Place: The Sukosol Hotel, Bangkok, Thailand

Participants: People from (the Ministry of Transport and Ministry of Industry), and local automobile companies

(Toyota, Honda, Daimler, etc.)

Japanese side: Mr. Shiomi (Toyota/Chairman of Brakes and Running Gear Subcommittee of JASIC); Mr. Ihara

(NTSEL), Mr. Kumita, Mr. Korenori, and Mr. Tsuburai (JASIC)

(Overview)

* At the beginning, Mr. Kamol Buranapong, Deputy Director General of DLT gave an opening

address.

* Mr. Kumita, Director of Research Division, JASIC, made a greeting and presentation, which was

followed by the following presentations:

* Presentation by Ms. Jiraporn Kaewkraisorn (DLT) on the braking regulations of Thailand

* Presentation by Mr. Tsuburai on the activities of GRRF

* Presentation by Mr. Shiomi on technical requirements for R139 (BAS), R140 (ESC), and ABS

* Presentation by Mr. Ihara on test methods for R139 (BAS), R140 (ESC) and ABS

(Lectures and Q&A)

1. Message from JASIC

Greeting and presentation by Mr. Kumita

* How JASIC was established

* JASIC’s activities for Asia

* IWVTA

* JASIC’s continued support

2. Legislative situation of Thailand on braking regulations

Presentation by Ms. Jiraporn Kaewkraisorn

* The Eco-car 2 Project, which has been implemented since 2015

* Explanation on different effective dates of two braking regulations: Motor Vehicle Act (MVA) and

Land Transport Act (LTA)

* MVA created a draft notification equivalent to R13H, including ABS, ESC, and BAS, while LTA

created a draft notification for ABS and endurance braking system (EBS) equivalent to R13.

* To avoid making unique requirements, R13 and R13H are used as guidelines for the notification of

the braking regulations. For smooth notification procedures, it is also important to discuss with the

industry.

3. GRRF activities

Presentation by Mr. Tsuburai

2

* UN regulations handled by GRRF, and timing, duration, and participants of the meeting

* Overview on the establishment of the UN braking regulations

* Amendments to AEBS, UN GTR3, and R79 (ACSF) as an overview of the 83rd GRRF meeting

4. Introduction Part (Overall regulation structure and test facilities)

Presentations by Mr. Shiomi and Mr. Ihara

< UN Regulation (by Mr. Shiomi) >

* GRRF’s organization, objectives, and UN regulations in charge

* Concept and structure of UN regulations

< Introduction (by Mr. Ihara) >

* NTSEL’s organization, and type approval system and processes

* NTSEL’s test facilities, roads and equipment

5-1. Technical requirement of R139 (BAS)

Presentation by Mr. Shiomi

* BAS, using moving images

* Function and general requirements for categories A- and B-BAS

5-2. Test procedure of R139 (BAS)

Presentation by Mr. Ihara

* Test courses and equipment

* Reference test, operation test, and additional NTSEL test

6-1. Technical requirement of R140 (ESC)


* ESC, using moving images

* General, function and performance requirements

6-2. Test procedure of R140 (ESC)


* Performance requirements, and test conditions and procedures

* Test equipment. To explain a steering robot, moving images were used.

* Test conditioning, SIS test, reconditioning, and SWD test, using moving images

* Computer simulation

* EVSC test in R13, using moving images

Q1 (Ford): If preconditioning is not sufficiently conducted, does it affect the test?

A1: Conditioning of tyres and brakes is important. If the tyre is new, it cannot maximize its

performance due to small friction. If the brake is new, the braking force would drop because the

contact between the pad and rotor is not uniform.

Q2 (Ford): For vehicles of 1,750 kg or more, is the approval obtained under R13 Annex 21 effective

to obtain approval under R140?

A2: The text of the regulation does not clearly mention about this.

3

7-1. Technical requirement of ABS


* ABS

* General and performance requirements

* ABS categories and additional check

7-2. Test procedure of ABS


* Test objectives, test road conditions, and test items

* Measurement of ZAL and value K, calculation of ε, and measurement of ZMALS

* Additional test (High μ, Low μ, jumping and split tests)

* Type 0 test when ABS fails, and requirements for ABS warning light

* ABS test for large-sized trailers in R13, using moving images

7-3. Test procedure of AEBS and LDWS


< R131 (AEBS) >

* Overview of the system operation of AEBS

* Targets in testing

* Warning and operation tests using targets

* Requirements for failure, when the switch is off, and unnecessary movements

< R130 (LDWS) >

* Overview of the system operation of LDWS

* Lane marking in testing

* Test conditions and performance requirements in lane deviation test

* Requirements for failure, and when the switch is off

8. Overall Q & A

Q3 (DLT): Does the electromagnetic compatibility in the explanation about ABS refer to R10?

A3: Yes. Approval under R10 is required.

Q4 (DLT): In Thailand, some tractors are not yet equipped with ABS. Is it allowed to use a trailer

with ABS connected to a tractor without ABS for test?

A4: There is no such case in Japan because both are mandatory in the country.

Q5 (Honda): How frequent should COP requirements be conducted?

A5: There is no specified frequency for manufacturers to conduct them as type approval test in

Japan (although R13H specifies that they should be conducted once in every two years).

Q6 (?): What is the speed at which deceleration begins?

A6: It is 40.120 km/h as the additional test speed. The vehicle should enter the road at a higher

speed.

Q7 (?): With the test method, how is the braking pressure measured?

A7: As shown on p.31 of the presentation materials for item 4, the braking pipe is modified and

connected to the pressure gauge.

the 49th asia expert meeting on brake assist … › e › 07_wp29 › pdf › 2017 ›...

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