Vehicle Standard (Australian Design Rule 31/01 – Brake Systems for Passenger Cars) 2005
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Modification of vehicle type or braking system and extension of approval
Conformity of production
Penalties for non-conformity of production
Production definitely discontinued
Names and addresses of technical services responsible for conducting approval tests, and of administrative departments
ANNEXES
Annex 1 - Communication concerning the approval or extension or refusal or withdrawal of approval or production definitely discontinued of a vehicle type with regard to braking pursuant to Regulation No. 13-H
Annex 2 - Arrangements of approval marks
Annex 3 - Braking tests and performance of braking systems
Annex 4 - Provisions relating to energy sources and energy storage devices (energy accumulators)
Annex 5 - Distribution of braking among the axles of vehicles
Annex 5 - Appendix 1 - Wheel-lock sequence test procedure
Annex 5 - Appendix 2 - Torque wheel test procedure
Annex 6 - Test requirements for vehicles fitted with anti-lock systems
Annex 6 - Appendix 4 - Method of selection of the low adhesion surface
Annex 7 - Inertia dynamometer test method for brake linings
Regulation No. 13-H
UNIFORM PROVISIONS CONCERNING THE APPROVAL OF PASSENGER CARS WITH REGARD TO BRAKING
SCOPE
1.1. This Regulation applies to the braking of vehicles of category Ml, as defined in annex 7 to the Consolidated Resolution on the Construction of Vehicles (R.E.3)[1/]. [*/]
1.2. This Regulation does not cover:
1.2.1. vehicles with a design speed not exceeding 25km/h;
1.2.2. vehicles fitted for invalid drivers.
DEFINITIONS
For the purposes of this Regulation,
2.1. "Approval of a vehicle" means the approval of a vehicle type with regard to braking.
2.2. "Vehicle type" means a category of vehicles which do not differ in such essential respects as:
2.2.1. the maximum mass, as defined in paragraph 2.11. below;
2.2.2. the distribution of mass among the axles;
2.2.3. the maximum design speed;
2.2.4. a different type of braking equipment, with more particular reference to the presence or otherwise of equipment for braking a trailer or any presence of electric braking system;
2.2.5. the engine type;
2.2.6. the number and ratios of gears;
2.2.7. the final drive ratios;
2.2.8. the tyre dimensions.
2.3. "Braking equipment" means the combination of parts whose function is progressively to reduce the speed of a moving vehicle or bring it to a halt, or to keep it stationary if it is already halted; these functions are specified in paragraph 5.1.2. below. The equipment consists of the control, the transmission, and the brake proper .
2.4. "Control" means the part actuated directly by the driver to furnish to the transmission the energy required for braking or controlling it. This energy may be the muscular energy of the driver, or energy from another source controlled by the driver, or a combination of these various kinds of energy.
2.5. "Transmission" means the combination of components comprised between the control and the brake and linking them functionally. The transmission may be mechanical, hydraulic, pneumatic, electric or mixed. Where the braking power is derived from or assisted by a source of energy independent of the driver but controlled by him, the reserve of energy in the system is likewise part of the transmission;
The transmission is divided into two independent functions: the control transmission and the energy transmission. Whenever the term "transmission" is used alone in this Regulation, it means both the "control transmission" and the "energy transmission":
2.5.1. "Control transmission" means the combination of the components of the transmission which control the operation of the brakes, including the control function and the necessary reserve(s) of energy;
2.5.2. "Energy transmission" means the combination of the components which supply to the brakes the necessary energy for their function, including the reserve(s) of energy necessary for the operation of the brakes.
2.6. "Brake" means the part in which the forces opposing the movement of the vehicle develop. It may be a friction brake (when the forces are generated by friction between two parts of the vehicle moving relatively to one another); an electrical brake (when the forces are generated by electro-magnetic action between two parts of the vehicle moving relatively to but not in contact with one another) ; a fluid brake (when the forces are generated by the action of a fluid situated between two parts of the vehicle moving relatively to one another) ; or an engine brake (when the forces are derived from an artificial increase in the braking action, transmitted to the wheels, of the engine).
2.7. "Different types of braking equipment" means equipment which differ in such essential respects as:
2.7.1. components having different characteristics;
2.7.2. a component made of materials having different characteristics, or a component differing in shape or size:
2.7.3. a different assembly of the components
2.8. "Component of the braking equipment" means one of the individual parts, which, when assembled, constitute the braking equipment;
2.9. "Progressive and graduated braking" means braking during which, within the normal operating range of the device, and during actuation of the brakes (see paragraph 2.16. below):
2.9.1. the driver can at any moment increase or decrease the braking force by acting on the control;
2.9.2. the braking force varies proportionally as the action on the control (monotonic function);
2.9.3. the braking force can be easily regulated with sufficient precision.
2.10. "Laden vehicle" means, except where otherwise stated, a vehicle so laden as to attain its "maximum mass"
2.11. "Maximum mass" means the maximum mass stated by the vehicle manufacturer to be technically permissible (this mass may be higher than the "permissible maximum mass" laid down by the national administration).
2.12. "The distribution of mass among the axles" means the distribution of the effect of the gravity on the mass of the vehicle and/or its contents among the axles.
2.13. "Wheel / axle load" means the vertical static reaction (force) of the road surface in the contact area on the wheel/wheels of the axle.
2.14. "Maximum stationary wheel/axle load" means the stationary wheel/axle load achieved under the condition of the laden vehicle.
2.15. "Hydraulic braking equipment with stored energy" means a braking equipment where energy is supplied by a hydraulic fluid under pressure, stored in one or more accumulator(s) fed from one or more pressure pump(s) , each fitted with a means of limiting the pressure to a maximum value. This value shall be specified by the manufacturer.
2.16. "Actuation" means both application and release of the control.
2.17. "Electric vehicle" means a vehicle in which the traction is effected only by (an) electric motor(s) acting at least on one axle;
2.17.1. "Electric regenerative braking system" means a braking system which allows the use of the vehicle's drive motor(s) to convert the vehicle's kinetic energy into electrical energy during deceleration;
2.17.2. "Electric regenerative breaking control" means a device which modulates the action of the electric regenerative braking system;
2.17.3. "Electric regenerative braking system of category A" means an electric regenerative braking system which is not part of the service braking system;
2.17.4. "Electric regenerative braking system of category B" means an electric regenerative braking system which is part of the service braking system;
2.17.5. "Electric state of charge" means the instantaneous ratio of electric quantity of energy stored in the traction battery relative to the maximum quantity of electric energy which could be stored in this battery;
2.17.6. "Traction battery" means an assembly of accumulators constituting the storage of energy used for powering the traction motor (s) of the vehicle.
2.18. "Nominal value" definitions for braking reference performance are required to put a value on the transfer function of the braking system, relating output to input for vehicles individually;
2.18.1. "Nominal value" is defined as the characteristic which can be demonstrated at Type Approval and which relates the braking rate of the vehicle on its own to the level of the braking input variable.
APPLICATION FOR APPROVAL
3.1. The application for approval of a vehicle type with regard to braking shall be submitted by the vehicle manufacturer or by his duly accredited representative.
3.2. It shall be accompanied by the undermentioned documents in triplicate and by the following particulars:
3.2.1. a description of the vehicle type with regard to the items specified in paragraph 2.2. above. The numbers and/or symbols identifying the vehicle type and the engine type shall be specified;
3.2.2. a list of the components, duly identified, constituting the braking equipment;
3.2.3. a diagram of assembled braking equipment and an indication of the position of its components on the vehicle;
3.2.4. detailed drawings of each component to enable it to be easily located and identified.
3.3. A vehicle, representative of the vehicle type to be approved, shall be submitted to the Technical Service conducting the approval tests.
4. APPROVAL
4.1. If the vehicle type submitted for approval pursuant to this Regulation meets the requirements of paragraphs 5. and 6. below, approval of that vehicle type shall be granted.
4.2. An approval number shall be assigned to each type approved, its first two digits shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party shall not assign the same number to the same vehicle type equipped with another type of braking equipment, or to another vehicle type.
4.3. Notice of approval or of refusal of approval of a vehicle type pursuant to this Regulation shall be communicated to the Parties to the Agreement which apply this Regulation by means of a form conforming to the model in annex 1 to this Regulation and of a summary of the information contained in the documents referred to in paragraphs 3.2.1. to 3.2.4. above, the drawings supplied by the applicant for approval being in a format not exceeding A4 (210 x 297mm), or folded to that format, and on an appropriate scale.
4.4. There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation, an international approval mark consisting of:
4.4.1. a circle surrounding the letter "E" followed by the distinguishing number of the country which has granted approval[2/], and of
4.4.2. the number of this Regulation, followed by the letter "R", a dash and the approval number to the right of the circle prescribed in paragraph 4.4.1. above.
4.5. If the vehicle conforms to a vehicle type approved under one or more other Regulations, annexed to the Agreement, in the country which has granted approval under this
Regulation, the symbol prescribed in paragraph 4.4.1. above, need not be repeated; in such a case, the Regulation and approval numbers and the additional symbols of all the regulations under which approval has been granted in the country which has granted approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.1. above.
4.6. The approval mark shall be clearly legible and be indelible.
4.7. The approval mark shall be placed close to or on the vehicle data plate.
4.8. Annex 2 to this Regulation gives examples of arrangements of approval marks.
SPECIFICATIONS
5.1. General
5.1.1. Braking equipment
5.1.1.1. The braking equipment shall be so designed, constructed and fitted as to enable the vehicle in normal use, despite the vibration to which it may be subjected, to comply with the provisions of this Regulation.
5.1.1.2. In particular, the braking equipment shall be so designed, constructed and fitted as to be able to resist the corroding and ageing phenomena to which it is exposed.
5.1.1.3. Brake linings shall not contain asbestos.
5.1.1.4. The effectiveness of the braking equipment shall not be adversely affected by magnetic or electrical fields. (This shall be demonstrated by compliance with Regulation No. 10, 02 series of amendments.)
5.1.1.5. It shall be possible to generate maximum braking forces under static conditions on a rolling road or roller brake tester.
5.1.1.6. A failure detection signal may interrupt momentarily (< 10ms) the demand signal in the control transmission, provided that the braking performance is thereby not reduced.
5.1.2. Functions of the braking equipment
The braking equipment defined in paragraph 2.3. must fulfil the following functions:
5.1.2.1. Service braking system
The service braking system must make it possible to control the movement of the vehicle and to halt it safely, speedily and effectively, whatever its speed and load, on any up or down gradient. It must be possible to graduate this braking action. The driver must be able to achieve this braking action from his driving seat without removing his hands from the steering control.
5.1.2.2. Secondary braking system
The secondary braking system must make it possible by application of the service brake control to halt the vehicle within a reasonable distance in the event of failure of the service braking system. It must be possible to graduate this braking action. The driver must be able to obtain this braking action from his driving seat without removing his hands from the steering control. For the purposes of these provisions it is assumed that not more than one failure of the service braking system can occur at one time.
5.1.2.3. Parking braking system
The parking braking system must make it possible to hold the vehicle stationary on an up or down gradient even in the absence of the driver, the working parts being then held in the locked position by a purely mechanical device. The driver must be able to achieve this braking action from his driving seat.
5.2. Characteristics of braking systems
5.2.1. The set of braking systems with which a vehicle is equipped must satisfy the requirements laid down for service, secondary and parking braking systems.
5.2.2. The systems providing service, secondary and parking braking may have common components so long as they fulfil the following conditions:
5.2.2.1. there must be at least two controls, independent of each other and readily accessible to the driver from his normal driving position. Every brake control shall be designed such that it returns to the fully off position when released. This requirement shall not apply to a parking brake control when it is mechanically locked in an applied position;
5.2.2.2. the control of the service braking system must be independent of the control of the parking braking system;
5.2.2.3. the effectiveness of the linkage between the control of the service braking system and the different components of the transmission systems must not be liable to diminish after a certain period of use;
5.2.2.4. the parking braking system must be so designed that it can be actuated when the vehicle is in motion;
5.2.2.5. in the event of breakage of any component other than the brakes (as defined in paragraph 2.6. above) and the components referred to in paragraph 5.2.2.8. below, or of any other failure of the service braking system (malfunction, partial or total exhaustion of an energy reserve), that part of the service braking system which is not affected by the failure, must be able to bring the vehicle to a halt in the conditions prescribed for secondary braking;
5.2.2.6. if service braking is ensured by the action of the driver's muscular energy assisted by one or more energy reserves, secondary braking must, in the event of failure of that assistance, be capable of being ensured by the driver's muscular energy assisted by the energy reserves, if any, which are unaffected by the failure, the force applied to the service brake control not exceeding the prescribed maximum;
5.2.2.7. if the service braking force and transmission depend exclusively on the use, controlled by the driver, of an energy reserve, there must be at least two completely independent energy reserves, each provided with its own transmission, likewise independent; each of them may act on the brakes of only two or more wheels so selected as to be capable of ensuring by themselves the prescribed degree of secondary braking without endangering the stability of the vehicle during braking; in addition, each of the aforesaid energy reserves must be equipped with a warning device as defined in paragraph 5.2.14. below;
5.2.2.8. certain parts, such as the pedal and its bearing, the master cylinder and its piston or pistons, the control valve, the linkage between the pedal and the master cylinder or the control valve, the brake cylinders and their pistons, and the lever-and-cam assemblies of brakes, shall not be regarded as liable to breakage if they are amply dimensioned, are readily accessible for maintenance, and exhibit safety features at least equal to those prescribed for other essential components (such as the steering linkage) of the vehicle. Any such part as aforesaid whose failure would make it impossible to brake the vehicle with a degree of effectiveness at least equal to that prescribed for secondary braking must be made of metal or of a material with equivalent characteristics and must not undergo notable distortion in normal operation of the braking systems.
5.2.3. The failure of a part of a hydraulic transmission system shall be signalled to the driver by a device comprising a red tell-tale signal lighting up before or upon application of a differential pressure of not more than 15.5 bar between the active and failed brake equipment, measured at the master cylinder outlet and remaining lit as long as the failure persists and the ignition (start) switch is in the "on" (run) position. However, a device comprising a red tell-tale signal lighting up when the fluid in the reservoir is below a certain level specified by the manufacturer is permitted. The tell-tale signal must be visible even by daylight; the satisfactory condition of the signal must be easily verifiable by the driver from the driver's seat. The failure of a component of the device must not entail total loss of the braking equipment's effectiveness. Application of the parking brake must also be indicated to the driver. The same tell-tale signal may be used.
5.2.4. Where use is made of energy other than the muscular energy of the driver, there need not be more than one source of such energy (hydraulic pump, air compressor, etc.), but the means by which the device constituting that source is driven must be as safe as practicable.
5.2.4.1. In the event of failure in any part of the transmission of a braking system, the feed to the part not affected by the failure must continue to be ensured if required for the purpose of halting the vehicle with the degree of effectiveness prescribed for secondary braking. This condition must be met by means of devices which can easily be actuated when the vehicle is stationary, or by automatic means.
5.2.4.2. Furthermore, storage devices located down-circuit of this device must be such that in the case of a failure in the energy supply after four full-stroke actuations of the service brake control, under the conditions prescribed in paragraph 1.2. of annex 4 to this Regulation, it is still possible to halt the vehicle at the fifth application, with the degree of effectiveness prescribed for secondary braking.
5.2.4.3. However, for hydraulic braking systems with stored energy, these provisions can be considered to be met provided that the requirements of paragraph 1.3. of annex 4 to this Regulation, are satisfied.
5.2.5. The requirements of paragraphs 5.2.2., 5.2.3. and 5.2.4. above must be met without the use of any automatic device of a kind such that its ineffectiveness might pass unnoticed through the fact that parts normally in a position of rest come into action only in the event of failure in the braking system.
5.2.6. The service braking system shall act on all the wheels of the vehicle.
5.2.7. The action of the service braking system shall be appropriately distributed among the axles.
5.2.8. The action of the service braking system shall be distributed between the wheels of one and the same axle symmetrically in relation to the longitudinal median plane of the vehicle. Compensation and functions, such as anti-lock, which may cause deviations from this symmetrical distribution, and functions, such as traction control, which may cause application of the brakes not directly controlled by the driver, shall be declared. [3/]
5.2.8.1. Compensation by the electric control transmission for deterioration or defect within the braking system shall be indicated to the driver by means of the yellow warning signal specified in paragraph 5.2.21.1.2. below. This requirement shall apply for all conditions of loading when compensation exceeds the following limits:
5.2.8.1.1. a difference in transverse braking pressures on any axle:
(a) of 25% of the higher value for vehicle decelerations > 2m/sec2,
(b) a value corresponding to 25% at 2m/sec2 for decelerations below this rate.
5.2.8.1.2. an individual compensating value on any axle:
(a) > 50% of the nominal value for vehicle decelerations > 2m/sec2,
(b) a value corresponding to 50% of the nominal value at 2m/sec2 for decelerations below this rate.
5.2.8.2. Compensation as defined above, is permitted only when the initial brake application is made at vehicle speeds greater than 10km/h.
5.2.9. Malfunctions of the electric control transmission shall not apply the brakes contrary to the driver's intentions.
5.2.10. The service braking equipment and the parking braking equipment must act on braking surfaces permanently connected to the wheels through components of adequate strength. No braking surface shall be capable of being disconnected from the wheels; however, in the case of the service braking system and the secondary braking system, such disconnection of the braking surfaces shall be permitted provided that it is only momentary, for instance, during a change of gear, and that both the service braking and the secondary braking continue to operate with the prescribed degree of effectiveness. In addition, disconnections as aforesaid shall be permitted in the case of the parking braking system on condition that it is controlled exclusively by the driver from his driving seat by a system incapable of being brought into action by a leak.
5.2.11. Wear of the brakes must be capable of being easily taken up by means of a system of manual or automatic adjustment. In addition, the control and the components of the transmission and of the brakes must possess a reserve of travel and, if necessary, suitable means of compensation such that, when the brakes become heated, or the brake linings have reached a certain degree of wear, effective braking is ensured without immediate adjustment being necessary.
5.2.11.1. Wear adjustment shall be automatic for the service brakes. Automatic wear adjustment devices shall be such that after heating followed by cooling of the brakes, effective braking is still ensured. In particular the vehicle shall remain capable of normal running after the tests conducted in accordance with annex 3, paragraph 1.5. (Type-I test).
5.2.11.2. 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.
5.2.12. In hydraulic-transmission braking systems, the filling ports of the fluid reservoirs must be readily accessible; in addition, the receptacles containing the reserve fluid must be so designed and constructed that the level of the reserve fluid can be easily checked without the receptacles having to be opened, and the minimum total reservoir capacity is equivalent to the fluid displacement resulting when all the wheel cylinders or calliper pistons serviced by the reservoirs move from a new lining, fully retracted position to a fully worn, fully applied position. If these latter conditions are not fulfilled, the red warning signal specified in paragraph 5.2.21.1.1. below shall draw the driver's attention to any fall in the level of reserve fluid liable to cause a failure of the braking system.
5.2.13. The type of fluid to be used in hydraulic transmission braking systems shall be identified by the symbol in accordance with figure 1 or 2 of ISO Standard 9128 - 1987 and the symbol DOT3/DOT4/DOT5, as appropriate. The symbols must be affixed in a visible position in indelible form within 100mm of the filling ports of the fluid reservoirs; additional information may be provided by the manufacturer.
5.2.14. Warning device
5.2.14.1. Any vehicle fitted with a service brake actuated from an energy reservoir must, where the prescribed secondary braking performance cannot be obtained by means of this brake without the use of the stored energy, be provided with a warning device, giving an optical or acoustic signal when the stored energy, in any part of the system, falls to a value at which without re-charging of the reservoir and irrespective of the load conditions of the vehicle, it is possible to apply the service brake control a fifth time after four full-stroke actuations and obtain the prescribed secondary braking performance (without faults in the service brake transmission device and with the brakes adjusted as closely as possible). This warning device must be directly and permanently connected to the circuit. When the engine is running under normal operating conditions and there are no faults in the braking system, as is the case in type approval tests, the warning device must give no signal except during the time required for charging the energy reservoir(s) after start-up of the engine. The red warning signal specified in paragraph 5.2.21.1.1. below shall be used as the optical warning signal.
5.2.14.2. However, in the case of vehicles which are only considered to comply with the requirements of paragraph 5.2.4.1. of this Regulation by virtue of meeting the requirements of paragraph 1.3. of annex 4 to this Regulation, the warning device shall consist an acoustic signal in addition to an optical signal. These devices need not operate simultaneously, provided that each of them meets the above requirements and the acoustic signal is not actuated before the optical signal. The red warning signal specified in paragraph 5.2.21.1.1. below shall be used as the optical warning signal.
5.2.14.3. This acoustic device may be rendered inoperative while the parking brake is applied and/ or, at the choice of the manufacturer, in the case of automatic transmission the selector is in the "Park" position.
5.2.15. Without prejudice to the requirements of paragraph 5.1.2.3. above, where an auxiliary source of energy is essential to the functioning of a braking system, the reserve of energy must be such as to ensure chat, if the engine stops or in the event of a failure of the means by which the energy source is driven, the braking performance remains adequate to bring the vehicle to a halt in the prescribed conditions. In addition, if the muscular effort applied by the driver to the parking braking system is reinforced by a servo device, the actuation of parking braking must be ensured in the event of a failure of the servo device, if necessary by using a reserve of energy independent of that normally supplying the servo device. This reserve of energy may be that intended for the service braking system.
5.2.16. The pneumatic/hydraulic auxiliary equipment must be supplied with energy in such a way that during its operation the prescribed deceleration values can be reached and that even in the event of damage to the source of energy the operation of the auxiliary equipment cannot cause the reserves of energy feeding the braking systems to fall below the level indicated in paragraph 5.2.14. above.
5.2.17. In the case of a motor vehicle equipped to tow a trailer with electric service brakes, the following requirements shall be met:
5.2.17.1. the power supply (generator and battery) of the motor vehicle shall have a sufficient capacity to provide the current for an electric braking system. With the engine running at the idling speed recommended by the manufacturer and all electrical devices supplied by the manufacturer as standard equipment of the vehicle switched on, the voltage in the electrical lines shall at maximum current consumption of the electrical braking system (15 A) not fall below the value of 9.6V measured at the connection. The electrical lines shall not be capable of short circuiting even when overloaded;
5.2.17.2. in the event of a failure in the motor vehicle's service braking system, where that system consists of at least two independent units, the unit or units not affected by the failure shall be capable of partially or fully actuating the brakes of the trailer;
5.2.17.3. the use of the stop-lamp switch and circuit for actuating the electrical braking system is permissible only if the actuating line is connected in parallel with the stop-lamp and the existing stop-lamp switch and circuit are capable of taking the extra load.
5.2.18. Additional requirements for electric vehicles:
5.2.18.1. Electric vehicles fitted with an electric regenerative braking system of category A;
5.2.18.1.1. the electric regenerative braking shall only be activated by the accelerator control and/ or the gear neutral position.
5.2.18.2. Electric vehicles fitted with an electric regenerative braking system of category B;
5.2.18.2.1. it must not be possible to disconnect partially or totally one part of the service braking system other than by an automatic device;
5.2.18.2.2. the service braking system must have only one control device;
5.2.18.2.3. the service braking system must not be adversely affected by the disengagement of the motor(s) or by the gear ratio used;
5.2.18.2.4. if the operation of the electric component of braking is ensured by a relation established between information coming from the control of the service brake and the braking force to the wheels which of it results, a failure of this relation leading to the non-respect of the prescriptions of distributor of braking among the axles (annex 5 or 6, which is applicable) must be warned to the driver by an optical warning signal at the latest when the control is actuated and having to remain lit as long as this defect exists and that the switch of "contact" is in the position "go".
5.2.18.3. For electric vehicles fitted with an electric regenerative braking system of both categories, all the relevant prescriptions shall apply except paragraph 5.2.18.1.1. above. In this case, the electric regenerative braking may be actuated by the accelerator control and/or the gear neutral position. Additionally, the action on the service braking control must not reduce the above braking effect generated by the release of the accelerator control;
5.2.18.4. The operation of the electric braking must not be adversely affected by magnetic or electric fields;
5.2.18.5. For vehicles equipped with an anti-lock device, the anti-lock device must control the electric braking system.
5.2.19. Special additional requirements for the electric transmission of the parking braking system:
5.2.19.1. In the case of a failure within the electric transmission, any unintended actuation of the parking braking system shall be prevented;
5.2.19.2. In the case of a break in the wiring within the electric control transmission, it shall remain possible to apply the parking braking system from the driver's seat and achieve the parking braking performance specified in paragraph 2.3.1. of annex 3 to this Regulation. It shall also be possible to release the parking braking. system, if necessary by the use of an auxiliary release device carried/fitted on the vehicle. The engine/manual transmission or the automatic transmission (park position) may be used to achieve the above performance;
5.2.19.2.1. A break in the supply of electricity and/or in the wiring within the electric transmission of the parking braking system shall be signalled to the driver by the yellow warning signal specified in paragraph 5.2.21.1.2. below.
5.2.19.3. Auxiliary equipment may draw its energy from the energy reserve of the electric transmission of the parking braking system, provided that the actuation of the parking braking system will not be affected. In addition, where the energy reserve is also used by the service braking system, the requirements of paragraph 5.2.20.6. below shall apply;
5.2.19.4. After the ignition/start switch which controls the electrical energy for the braking equipment has been switched off and/or the key removed, it shall remain possible to apply the parking braking system, whereas releasing shall be prevented.
5.2.20. Special additional requirements for service braking systems with electric control transmission:
5.2.20.1. With the parking brake released, the service braking system shall be able to generate a static total braking force at least equivalent to that produced during the Type-0 test, even when the ignition/start switch has been switched off and/or the key has been removed. It should be understood that sufficient energy is available in the energy transmission of the service braking system;
5.2.20.2. In the case of a single temporary failure (< 40ms) within the electric control transmission (e.g. non-transmitted signal or data error) there shall be no distinguishable effect on the service braking performance;
5.2.20.3. A continuous failure (> 40 ms) within the electric control transmission[4/], excluding its energy reserve shall be indicated to the driver by the red or yellow warning signal specified in paragraphs 5.2.21.1.1. and 5.2.21.1.2., respectively, as appropriate. When the prescribed service braking performance can no longer be achieved (red warning signal), failures resulting from a loss of electrical continuity (e.g. breakage, disconnection) shall be signalled to the driver as soon as they occur, and the prescribed secondary braking performance shall be fulfilled by operating the service braking control in accordance with paragraph 2.2. of annex 3 to this Regulation.
5.2.20.4. In the event of a failure of the energy source of the electric control transmission, starting from the nominal value of the energy level, the full control range of the service braking system shall be guaranteed after twenty consecutive full stroke actuations of the service braking control. During the test, the braking control shall be fully applied for 20 seconds and released for 5 seconds on each actuation. It should be understood that during the above test sufficient energy is available in the energy transmission to ensure full actuation of the service braking system. This requirement shall not be construed as a departure from the requirements of annex 4.
5.2.20.5. When the battery voltage falls below a value nominated by the manufacturer at which the prescribed service braking performance can no longer be guaranteed and/or which precludes at least two independent service braking circuits from each achieving the prescribed secondary braking performance, the red warning signal specified in paragraph 5.2.21.1.1. shall be activated. After the warning signal has been activated, it shall be possible to apply the service braking control and obtain at least the secondary performance prescribed in paragraph 2.2. of annex 3 to this Regulation. It should be understood that sufficient energy is available in the energy transmission of the service braking system.
5.2.20.6. If the auxiliary equipment is supplied with energy from the electric control transmission, the supply of the energy shall be sufficient to fulfil the prescribed deceleration values when all the auxiliary equipment is functioning. With the engine running at a speed not greater than 80% of the maximum power speed, the electric control transmission energy reserve shall not be discharged unless the prescribed deceleration values can be reached without the use of electrical energy. Compliance with this requirement may be demonstrated by calculation or by practical test.
5.2.20.7. If the auxiliary equipment is supplied with energy from the electric control transmission, the following requirements shall be fulfilled:
5.2.20.7.1. In the event of a failure in the energy source, whilst the vehicle is in motion, the energy in the reservoir shall be sufficient to actuate the brakes when the control is applied;
5.2.20.7.2. In the event of a failure in the energy source, whilst the vehicle is stationary and the parking braking system applied, the energy in the reservoir shall be sufficient to actuate the lights even when the brakes are applied.
5.2.21. Brake failure and defect warning signals (general requirements):
5.2.21.1. Motor vehicles shall be capable of providing optical brake failure and defect warning signals, as follows;
5.2.21.1.1. A red warning signal, indicating a failure within the vehicle braking equipment which precludes achievement of the prescribed service braking performance and/or which precludes the functioning of at least one of two independent service braking circuits;
5.2.21.1.2. Where applicable, a yellow warning signal indicating an electrically detected defect within the vehicle braking equipment, which is not indicated by the red warning signal described in paragraph 5.2.21.1.1. above.
5.2.21.2. The warning signals shall be visible, even by daylight; the satisfactory condition of the signals shall be easily verifiable by the driver from the driver's seat; the failure of a component of the warning devices shall not entail any loss of the braking system's performance.
5.2.21.3. A specified failure or defect shall be signalled to the driver by the above-mentioned warning signal(s) not later than on actuation of the service braking control. The warning signal(s) shall remain displayed as long as the failure/defect persists and the ignition (start) switch is in the "on" (run) position
5.2.21.4. The warning signal(s) mentioned above shall light up when the electrical equipment of the vehicle (and the braking system) is energised. With the vehicle stationary, the braking system shall verify that none of the specified failures or defects are present before extinguishing the signals. Specified failures or defects which should activate the warning signals mentioned above, but which are not detected under static conditions, shall be stored upon detection and be displayed at start-up and at all times when the ignition (start) switch is in the "on" (run) position, as long as the failure or defect persists.
TESTS
Braking tests which the vehicles submitted for approval are required to undergo, and the braking performance required, are described in annex 3 to this Regulation.
MODIFICATION OF VEHICLE TYPE OR BRAKING SYSTEM AND EXTENSION OF APPROVAL
7.1. Every modification of the vehicle type or of its braking system shall be notified to the administrative department which approved the vehicle type. That department may then either:
7.1.1. consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case the vehicle still meets the requirements; or
7.1.2. require a further report from the Technical Service responsible for carrying out the tests.
7.2. Notice of confirmation, extension, or refusal of approval shall be communicated by the procedure specified in paragraph 4.3. above, to the Parties to the Agreement which apply this Regulation.
7.3. The competent authority issuing the extension of approval shall assign a series of numbers to each communication form drawn up for such an extension.
CONFORMITY OF PRODUCTION
The conformity of production procedures shall comply with those set out in the Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2) with the following requirements:
8.1. A vehicle approved to this Regulation shall be so manufactured as to conform to the type approved by meeting the requirements set forth in paragraph 5. above.
8.2. The authority which has granted type approval may at any time verify the conformity control methods applied in each production facility. The normal frequency of these verifications shall be once every two years.
PENALTIES FOR NON-CONFORMITY OF PRODUCTION
9.1. The approval granted in respect of a vehicle type pursuant to this Regulation may be withdrawn if the requirements laid down in paragraph 8.1. above are not complied with.
9.2. If a Contracting Party to the Agreement which applies this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation by means of a copy of the communication form conforming to the model in annex 1 to this Regulation.
PRODUCTION DEFINITELY DISCONTINUED
If the holder of the approval completely ceases to manufacture a type of vehicle approved in accordance with this Regulation, he shall so inform the authority which granted the approval. Upon receiving the relevant communication, that authority shall inform thereof the other Parties to the Agreement applying this Regulation by means of copies of a communication form conforming to the model in annex 1 to this Regulation.
NAMES AND ADDRESSES OF THE TECHNICAL SERVICES CONDUCTING APPROVAL TESTS, AND OF ADMINISTRATIVE DEPARTMENTS
The parties to the Agreement applying this Regulation shall communicate to the United Nations Secretariat the names and addresses of the technical services responsible for conducting approval tests and of the administrative departments which grant approval and to which forms, certifying approval or extension or refusal or withdrawal of approval, issued in other countries, are to be sent.