Rd Braking System Keynote Speech By Dato' Suret Singh
THE 23RD JASIC ASIA EXPERT MEETING RELATED TO VEHICLE BRAKING SYSTEM KEYNOTE SPEECH BY DATO’ SURET SINGH DIRECTOR GENERAL OF ROAD SAFETY DEPARTMENT, MALAYSIA Good Morning and ohayogozaimas, Mr. MASASI ISHIHARA – CHAIRMAN of BRAKES AND RUNNING GEAR SUBCOMMITTEE IN JASIC Mr. MASAHARU OOSAWA - MEMBER of BRAKES AND RUNNING GEAR SUBCOMMITTEE IN JASIC Mr. MAKOTO MATSUO - MEMBER of BRAKES AND RUNNING GEAR SUBCOMMITTEE IN JASIC Mr. TORU IHARA - MEMBER of BRAKES AND RUNNING GEAR SUBCOMMITTEE IN JASIC Mr. YOSHIAKI NANBU - Secretariat of Expert Meeting and G/I Meeting in JASIC Delegates from various Malaysian Government Departments, Representatives of Motor Industries and Association in Malaysia. All others present. Ladies and Gentlemen, I on behalf of the Ministry Of Transport Malaysia for being the host for the 23rd JASIC Asia Expert Meeting with the theme Vehicle 1
Braking System ,would like to welcome all to this meeting and to the foreign delegates and participants to have a nice stay in Malaysia. Since Malaysia participated in the 1st JASIC meeting held in October 1998 in Tokyo, and their subsequent meetings, we became fully aware of the importance to become a member and to participate in the World Forum for Harmonization of Vehicle Regulations (WP29). We also became fully aware of the advantages of global harmonization of vehicle regulations. For that reason, on 4th April 2006, Malaysia has joined WP29 and signed 2 important agreements which are 1958 and 1998 Agreements. This accession has results many advantages to automotive industry players and also our government. For parts and components manufacturer the advantage is the reduction in the development and production cost resulting from the standardization of vehicle design specification. Another advantage is the simplified certification procedures or process of each country, which will expands the market and gives users a wider range of choice. 2
The automobile and motorcycle manufacturers should comply with the harmonized of vehicle regulations in order to overcome trade barrier between nations. In this context the parts and component manufacturers should also strife to produce quality products in compliance with the regulations for automobile and motorcycle manufactures and parts/components replacement market. The Motor Industry in Malaysia has grown very dramatically which comprises of automobile and motorcycle manufacturers, motor vehicle assemblers and automotive/motorcycle parts and components manufacturers and fabrication of body works. Malaysia has started to export local manufactured motor vehicles to other countries and experiences various obstacle in compliance with the regulations and certification process. 3
With the accession to the 1958/1998 Agreement in WP29 will benefit the automotive and motorcycle industries and its product acceptance by complying to the UN/ECE Regulations. Ladies and Gentlemen, The theme of this meeting “Vehicle Braking System” is the right choice. Recently, there were news spreading all over the world including Malaysia regarding the accidents occurred because of the brakes failure especially public service vehicles. As we all already well informed, braking system is part of the most important system in a vehicle consist of combination of interacting parts that work to slow the vehicle. It is very dangerous to road users if the braking system not functioning correctly. To ensure the safety, durability and performance of the vehicle braking system, WP29 has come out with several regulations to control the brakes requirements which are UNECE R13 : Brakes for M and N category , UNECE R13H : Brakes for M1 category and UNECE R78 : Brakes for L category vehicles. 4
Today, our partner from JAPAN will explains all technical requirements about Vehicle Braking System under the WP29 requirements. As for government, we will adopt these regulations as soon possible. This expert meeting is one of our initiatives in order to establish awareness among our industry players to get ready before they are fully implemented in Malaysia. For that reason, I hope we all can make all information beneficial and apply them into our vehicle system in Malaysia. Finally, I would like to thank all of you who are able to attend this The 23rd JASIC Asia Expert Meeting here today in Putrajaya. Thank you 5
ECE Brake Regulation Committee Chairman Brakes and Running Gear Subcommittee in JASIC M.Ishihara 1
Table of Contents (1) （１） GRRF Activities ① Organization ② Objectives ③ List of Regulation （２） General Aspect of Regulation ① Principal ② Structure 2
Table of Contents (2) （３）R13H ① History & Current Status ② Relevant Information ③ Technical Requirement 3
(1) GRRF Activities ① Organization ② Objectives of GRRF ③ List of Regulation relevant to GRRF 4
① Organization of GRRF for Rule Making in UN UN ECE (Geneva) ECE Regulation WP29 GRRF : Brakes & Running Gear ・’58/’98 Agreement Contracting Parties ・Observer Countries ・Non-Governmental Organization :OICA, CLEPA,ISO etc 1958 agreement ECE Reg. 1998 agreement GTR* *Global Technical Regulation 5
② Objectives of GRRF Covers Safety and Environment relevant to Brake and Running Gear ACTIVE SAFETY BRAKE TYRE SAFETY ECE Reg. STEERING PASSIVE SAFETY COLLISION HEAD REST ENVIROMENT CONSIDERATIONS EXHUST EMISSION TPMS 6
③ List of Regulation relevant to GRRF NO Contents 13 Commercial vehicle brake, EVSC 13H Passenger vehicle brake, ESC, BAS 30 Passenger vehicle tyre 54 Passenger vehicle tyre 55 Mechanical coupling 64 Temporary use spare tyre, TPMS 75 Motor cycle tyre 78 Motor cycle brake 79 Steering equipment 89 Speed limiting device 90 Replacement brake Linings/Pad 117 Tyre noise, wet μ 7
（２） General Aspect of ECE Regulation 1. Principle of ECE Regulation 2. Structure of Regulation 8
1.Principle of ECE Regulation (1) Social Demand Regulation shall have Social Necessity from Safety / Environment (2) Minimum Requirement Shall be reasonable considering Safety/Cost benefit. (3) Performance Requirement Shall be “Performance Requirement” as much as possible and minimize Design Requirement to maintain the design flexibility. (4) Harmonized Regulation Shall consider Global Harmonization. 9
2. Structure of Regulation ① Scope ・Application of Vehicle Category( M1, M2, M3, N1, N2, N3, O1, O2, O3, L1, L2---etc ) ② Definition ・Define the Technical Terms used in the regulation ③ Application of Approval, Application ・Certification Method, Certification Sheet ④ Specification ・Technical Requirement 10
2. Structure of Regulation ⑤ Test Procedure ・Test Method ⑥ Conformity of Production ( COP ) ・Confirmation Method of Quality of Production Vehicle ⑦ Transitional Provision ・Application Timing of the regulation for new type and Registration vehicle ・Series amendment, Supplement amendment ⑧ Annex ・Separate chapter of Test method, Technical requirement for special system, etc 11
(３) R13H Passenger Vehicle Brake ① History & Current Status ② Relevant Information ③Technical Requirement 12
① History & Current status 1. History of Harmonization of PC Brake Regulations 2. Country/Region who has introduced R13H 13
1. History of harmonization of PC brake regulations 1980 Harmonized regulations for PC Brake R13H ・’80 Activity Started at UN WP29/GRRF 1990 2000 ・’92 Technical Consideration almost Finished ・’95 Detailed Consideration Completed ・98/5 R13H Adopted (EU:71/320/EEC) ECE 07/7 R13 01/7 US R13H 00/9 FMVSS105 95/5 FMVSS135 （Equivalent to Harmonized Regulation R13H） Japan Safety Standard Article 12 96/1 94/4 Safety STD Article 12 （almost Equivalent to Harmonized Regulation R13H） 04/1 98/11 New Safety Standard 14 Article 12 (R13H)
Summary Table of ECE R13H Test Condition No Road ① Ordinary ② High Speed ③ Heating Procedure ④ ⑤ ⑥ ⑦ Fade condition Cooling procedure Load LLVM GVM Dry GVM Fade recovery Adhesion utilization LLVM ⑧ Wheel lock up Lowμ GVM Sequence ⑨ Engine off ⑩ Circuit failure Energy failure ⑪ ⑫ ⑬ ABS failure test Static parking Dynamic parking Gear N D Initial speed （km/h） 100 80% Vmax 160km/s2 120 60 ・15 times N 100 D 50（4 times） N 100 Performance Requirement Pedal Temperature force（N） /Interval 65 500 Attain 3.0m/s2 65 100 5.76 45sec Tested Value ① Attain 3.0m/s2 Just after③ Tested Value ① Just after⑤ 65 100 65 1000 N 100 GVM 30 65 500 Hand 400 Foot 500 Road surface：High μ, Low μ, Split μ, High μ Low μ, Low μ High μ ・Utilized adhesion rate ε 0.75 ・Vehicle behavior ⑮ EBS ・Compensation・Warning・Static performance RBS S 0.1V 0.0067V2 Equivalent to left column α 70% ＆ 150% of achieved value① Equivalent to left column α No rear lock between 0.15 Z 0.8 GVM ABS performance ⑰ 70 1.5km ⑭ ⑯ Annex CEL 60% of achieved value①＆ 4.82 Stopping Distance (m） ・When 0.15 Z 0.8, f1 f2・When 0.2 K 0.8, f1 (Z 0.04)／0.7 Highμ LLVM Dry GVM MFDD α （ｍ/s2） 6.43 65 100 6.43 70 2.44 168 5.15 85 ・20%（Without Trailer） ・12%（With Trailer） 1.5 ・Battery condition ・Control strategy ・Fail safe concept etc ・Secondary Performance in Various condition ・Smooth Phase in 15
2. Country/region who introduced R13H EU Norway Switzerland Ukraine Macedonia Russian Federation Europe Belarus Bosnia & Herzegovina Azerubaijan Serbia Montenegro Croatia Turkey Middle East Israel Tunisia Africa Republic of South Africa Asia America Oceania Japan People's Republic of China Republic of Korea Hong Kong Taiwan Malaysia Thailand Singapole USA Canada Argentina Brazil Chile Australia New Zealand （ ） ：Country/region who introduced R13H : Country who introduced equivalent regulation to R13H RED: Contracting party of 1958 Agreement 16
② Relevant Information 1) Characteristics of Brake Regulation 2) Basic Criteria 17
1) Characteristics of Brake Regulation A : Basic Requirement (1) Stopping Distance / MFDD (2) Vehicle Stability in braking B : Test condition (1) Cold condition (Ordinarily condition) (2) Hot condition (Fade) (3) Failure conditions (Secondary Brake) (4) Parking Brake(Static and Dynamic condition) C : New Technology Provision (1) ABS (including EMC*) * Electromagnetic Compatibility (2) EBS (Electronically Controlled Braking system) (3) RBS (Regenerative Braking System) (4) BAS (Brake Assist System) (5) ESC (Electronic Vehicle Stability Control System) (6) Safety Requirement for Complex Electronic Vehicle Control System（Annex CEL) 18
2) Basic Criteria (1) Stopping Distance (2) Brake/Steering Operation (3) Gear Shift Position in Braking (4) Vehicle Stability 19
(1) Stopping Distance / MFDD 20
1. Definition of Stopping Distance Braking Distance Vehicle Velocity Deceleration (m/sec2) Vehicle Velocity (m/sec) Braking Distance (m) Stopping Distance MFDD 0.36 sec Actual Deceleration Brake On point Time (sec) 21
2. Definition of MFDD (Mean Fully Developed Deceleration) MFDD d m 2 - ve 2 v b 25.92 ( S e - S b ) m / s2 Vehicle Velocity Se V b 0.8V0 Ve 0.1V0 Time (Sec) S Braking Distance (m) Braking Distance Sb Vehicle Velocity (m/s2) V0 22
3. Conversion of MFDD to Stopping Distance 2 dm 0.0386V 0 S - 0.10V 0 S 0.10V0 0.0386V 0 dm 2 dm Mean Fully Developed Deceleration (m/sec2) S Stopping distance (m) V0 Initial vehicle speed (km/h) 23
(2) Brake/Steering Operation (2) -1. Pedal Effort Max. 500N, with no wheel locking (2) -2. Steering Correction is permitted under following condition 120 deg at first 2 sec 240 deg in total until vehicle stop 2sec 240deg OK Stop 120deg Brake start -120deg NG -240deg (2) -3. Wheel locking No wheel locking allowed over 15km/h vehicle speed 24
(3) Gear Shift Position in Braking Gear shift position : Mainly Neutral position (Drive position in some conditions) (4) Vehicle Stability Vehicle has to be managed in braking within 3.5m-wide lane Stop 3.5m Vehicle Slip Angle has to be less than 15 degrees Braking starts 15 deg 25
③Technical Requirement 1. Relevant Systems (1) Conventional system (2)ABS (Anti Lock Braking System) (3)EBS (Electronic Control Braking System) (4)RBS (Regenerative Braking System) (5)BAS(Brake Assist System) (6)ESC(Electronic Stability Control System) 26
(1) Conventional system without ABS (A) Dual circuit : Front-rear split Example Master cylinder Booster Pedal P-valve 27
(1) Conventional system without ABS (B) Dual circuit : X-diagonal split Example Master cylinder Booster Pedal P-valve 28
(2) ABS ( In case of Front-Rear split ) ・ Example Master cylinder Booster WSS Pedal (Wheel Speed Sensor) ABS-Modulator ECU 29
(3) EBS (Electronic Control Brake System) ・ Example Master cylinder WSS Pedal (Wheel Speed Sensor) EBS-Modulator ECU 30
(4) RBS (Regenerative Braking System) ・ Example Battery Master cylinder WSS Motor Pedal EBS-modulator ECU 31
（５）BAS (Brake Assist System） ・ Example Effective ness of BAS Stroke sensor Assists braking force Air Solenoid ECU Experienced driver Brake Torque With BAS Assist Stopping Distance (m) 20 15 10 5 0 Without BAS Time Judgment of Emergency Braking Expert Driver W/O BAS W/ BAS Emergency Brake (Initial Vehicle Speed: 50 km/h)
(6) ESC (Electronic Vehicle Stability Control System) ・ Example Braking Force Cntrol Unit Brake Pressure Sensor Brake Actuator Brake ＥＣＵ Wheel Speed Sensor（Each wheel） Steering Sensor Electronic Control Slot Valve EFI/ECT ECU Power Train Control Unit Yaw Rate & Acceleration Sensor Driving Condition Detection Unit On Board ＬＡＮ 33
2. Function of brake equipment 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. 34
2. Function of brake equipment 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. 5.2.2.1. there must be at least two controls, independent of each other and readily accessible to the driver from his normal driving position. Every brake control shall be designed such that it returns to the fully off position when released. This requirement shall not apply to a parking brake control when it is mechanically locked in an applied position. 5.2.2.2. The control of the service braking system must be independent of the control of the parking braking system; 5.2.2.3. The effectiveness of the linkage between the control of the service braking system and the different components of the transmission systems must not be liable to diminish after a certain period of use; 5.2.2.4. The parking braking system must be so designed that it can be actuated when the vehicle is in motion; This requirement may be met by the actuation of the vehicle’s service braking system, even partially, by means of an auxiliary control. 35
3. Type O Requirement (1) In Cold condition with Engine Disconnected Prescribed value and other criteria Focusing point 100km/h - Stopping distance Initial braking speed - MFDD (Deceleration) Stopping distance 0.1V 0.0060v2 (70 m) Mean fully developed deceleration 6.43m/s2 Force applied to control 65 to 500N - Vehicle stability 36
3. Type O Requirement (2) In Cold condition with Engine Connected Focusing point - Stopping distance - MFDD (Deceleration) - Vehicle stability Prescribed values and other criteria Initial braking speed 80%Vmax 160km/h Stopping distance 0.1V 0.0067v2 Mean fully developed deceleration 5.76m/s2 Force applied to control 65 to 500N 37
4. Brake Force Distribution Requirement Braking Force Distribution between Front and Rear axle is prescribed for non-ABS Vehicles Purpose To assure vehicle stability To assure steerability Requirement (Calculation) Earlier Rear wheel locking than front wheel is not allowed for Stability. Too Early Front wheel locking is not allowed for steerability. 38
4. Brake Force Distribution Requirement Definition Z Braking ratio k Peak friction coefficient of road surface f1 Adhesion utilization front axle f2 Adhesion utilization rear axle T1 Braking force at front axle T2 Braking force at rear axle N1 Front axle load in braking N2 Rear axle load in braking P Vehicle weight P1 Static front axle load P2 Static rear axle load h Gravity height E Wheel base g Gravity acceleration (1) Formula : f 1 f2 0.15 Z 0.8 : f 1 ( Z 0.04) / 0.7 0.2 k 0.8 T T1 f1 1 h N1 P1 z P g E T T2 f2 2 h N2 P g z P2 E P1 N1 Static Braking P2 N2 h E T1 T2 39
4. Brake Force Distribution Requirement (2) Brake Force Distribution (Laden & Unladen) Rear brake force T2(kgf) Ideal Curve Laden 1000 900 800 700 600 500 400 300 200 100 0 Ideal Curve Unladen Actual Brake Force (Calculation) 0 500 1000 1500 Front brake force T1(kgf) 2000 40
4. Brake Force Distribution Requirement Rear brake force T2 (kgf) (3) Unladen Condition 1000 900 800 700 600 500 400 300 200 100 0 Rear lock prescribed line Actual Brake Force (Calculation) 0 500 1000 Front lock1500 Prescribed line 2000 Front brake force T1 (kgf) 41
4. Brake Force Distribution Requirement Rear brake force T2 (kgf) (4) Laden Condition 1000 900 800 700 600 500 400 300 200 100 0 Rear lock prescribed line Actual Brake Force (Calculation) Front lock prescribed line 0 500 1000 1500 2000 Front brake force T1 (kgf) 42
4. Brake Force Distribution Requirement (5) Adhesion Curves (Unladen) 0.15 Z 0.8 Adhesion Curve (Unladen) K (Peak friction coefficient) 0.2 k 0.8 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0.0 f1 f K Z 0.0 f2 0.2 0.4 : f 1 ( Z 0.04) / 0.7 T T1 f1 1 h N1 P g z P1 E K (Z 0.04)/0.7 0.15 : f 1 f2 0.6 2 T2 T2 h N2 P2 z P g E 0.8 Z (Braking ratio) f1 Adhesion utilization front axle f2 Adhesion utilization rear axle 43
4. Brake Force Distribution Requirement (6) Adhesion Curves (Laden) 0.15 Z 0.8 K (Peak friction coefficient) Adhesion Curve (Laden) 0.2 k 0.8 f1 0.8 K (Z 0.04)/0.7 0.5 f 0.4 K Z 0.3 : f 1 ( Z 0.04) / 0.7 T T1 f1 1 h N1 P g z P1 E 0.7 0.6 : f 1 f2 2 T2 T2 h N2 P2 z P g E f2 0.2 0.1 0.0 0.0 0.15 0.2 0.4 0.6 0.8 Z (Braking ratio) f1 Adhesion utilization front axle f2 Adhesion utilization rear axle 44
5. Un-braked Trailer Requirement (1) Requirement Deceleration of Laden condition shall be more than 5.4 m/s. (2) Calculation d M R d M PM PM PR dM R Calculated MFDD with Trailer dM MFDD on Type O test without Trailer PM Mass of vehicle PR Max mass of Trailer 45
6. Type I Requirement (1) Hot condition Focusing point To check the brake performance stability after certain heating procedure Heating up procedure Vehicle speed: 120 -- 60 km/h Brake application: 20 times Braking interval: 45 sec Prescribed values and other criteria Initial braking speed 100km/h Stopping distance 75% of prescribed requirement of cold condition: 0.1V 0.0080v2 (90m) 60% requirement 60% of the performance results of Type-0 test 4.82m/s2 or more Mean fully developed deceleration 75% requirement Force applied to control Pedal force equivalent to that applied in Type-0 test 60% requirement 60% of the performance results of Type-0 test 46
6. Type I Requirement (2) Recovery performance Focusing point To check the brake recovery performance after certain cooling procedure. Too high effectives checked, also has to be stable. Cooling down procedure Vehicle speed: 50 km/h Brake application: 4 times Braking interval: 1.5 km Prescribed values and other criteria Initial braking speed 100km/h Stopping distance 70% or more and 150% or less of the performance results of Type-0 test Mean fully developed deceleration Force applied to control Pedal force equivalent to that used in Type-0 test 47
7. Secondary Brake Requirement (Failure mode) (1) Energy Failure Condition (Vacuum failure etc.) (2) Brake Fluid Leakage Condition (One circuit failure) Remarks -Simultaneous Double failures do not have to be considered. (e.g. Simultaneous failure of brake line and booster) Prescribed values and other criteria Initial braking speed 100km/h Stopping distance 0.1V 0.0158v2 -The regulation defines Mean fully developed certain parts which should be deemed to have sufficient deceleration durability and reliability. -Warning requirement is defined. Force applied to control 2.44m/s2 65 to 500N 48
7. Secondary Brake Requirement (Failure mode) (3) Provision regarding durability of Brake parts 5.2.2.10 Certain parts, such as the pedal and its bearing, the master cylinder and its piston or pistons, the control valve, the linkage between the pedal and the master cylinder or the control valve, the brake cylinders and their pistons, and the lever-and-cam assemblies of brakes, shall not be regarded as liable to breakage if they are amply dimensioned, are readily accessible for maintenance, and exhibit safety features at least equal to those prescribed for other essential components (such as the steering linkage) of the vehicle. Any such part as aforesaid whose failure would make it impossible to brake the vehicle with a degree of effectiveness at least equal to that prescribed for secondary braking, must be made of metal or of a material with equivalent characteristics and must not undergo notable distortion in normal operation of the braking systems. 49
8. Warning signal (1) Summary table of Red warning signal : failure or defect defined in ECE13H Fault warning Differential circuit pressure/Low fluid level Red PKB application (not failure) Red Brake power unit failure/Low pressure Low energy level in electrically actuated braking systems Red & acoustic* Note Control *Only under the specified condition Red or acoustic Electric control transmission failure resulting in only secondary performance Red 6.43 m/s2 Electric control transmission -Low voltage resulting in only secondary performance Red 6.43 m/s2 Red*& Yellow *Flashing Break in the wiring within electric transmission or failure in the control of EPB 50
8. Warning signal (2) Summary table of Yellow warning signal: an electrically detected defect within the Vehicle brake equipment Fault warning Note ABS electrical or sensor failure Yellow Lining wear-out Yellow RBS distribution of braking among Axles failure Yellow EBS unsuitable compensation by the electric control transmission failure Yellow Electric control transmission failure Yellow 6.43 m/s2 Electric control transmission - Low voltage Yellow 6.43 m/s2 When the Electric Pad Wear Indicator is installed 51
9. Parking Brake Requirement Following item has to full fill regulation. (1) Static parking brake performance @ 20% slope Lever effort 400N Pedal effort 500N (2) Trailer towing capacity @ 12% slope Lever effort 400N Pedal effort 500N 52
9. Parking Brake Requirement (3) Dynamic parking brake performance Application of parking brake when the vehicle is in motion Prescribed values and other criteria Initial braking speed 30km/h Mean fully developed deceleration 1.5m/s2 Deceleration immediately before stopping Hand-operated: 400N or less Foot-operated: 500N or less 53
9. Parking Brake Requirement (4) Electric Parking Brake System (EPB) ・Performance Requirement 1.The Secondary performance for failure mode within the electric control ・The Residual PKB performance Static Performance for 8％ slope 2.Warning ・10 seconds red flashing indication etc 54
10. Pad/Lining Wear Requirement 5.2.11. Wear of the brakes must be capable of being easily taken up by means of a system of automatic adjustment. In addition, the control and the components of the transmission and of the brakes must possess a reserve of travel ---------------. 5.2.11.1. Wear adjustment shall be automatic for the service brake. Automatic wear adjustment devices shall be such that after heating followed by cooling of the brakes, effective braking is still ensured. In particular the vehicle shall remain capable of normal running after the tests conducted in accordance with Annex3, paragraph 1.5 (Type-I test). 5.2.11.2. Checking the wear of the service brake friction components 5.2.11.2.1. It shall be possible to easily assess this wear on service brake linings from the outside or underside of the vehicle, without the removal of the wheels, by the provision of appropriate inspection holes or by some other means. This may be achieved by utilizing simple standard workshop tools or common inspection equipment for vehicles. Alternatively, a sensing device per wheel (twin wheels are considered as a single wheel),which will warn the driver at his driving position when lining replacement is necessary,is acceptable.------------. 55
10. Pad/Lining Wear Requirement . 5.2.11.2.2. Assessment of the wear condition of the friction surfaces of brake discs or drums may only be performed by direct measurement of the actual component or examination of any brake disc or drum wear indicators, which may necessitate some level of disassembly. Therefore, at the time of type approval, the vehicle manufacturer shall define the following: (a) The method by which wear of the friction surfaces of drums and discs may be assessed, including the level of disassembly required and the tools and process required to achieve this. (b) Information defining the maximum acceptable wear limit at the point at which replacement becomes necessary. This information shall be made freely available, e.g. vehicle handbook or electronic data record. 56
11. Brake Fluid Requirement 5.2.12. In hydraulic-transmission braking systems, the filling ports of the fluid reservoirs must be readily accessible; in addition, the receptacles containing the reserve fluid must be so designed and constructed that the level of the reserve fluid can be easily checked without the receptacles having to be opened, and the minimum total reservoir capacity is equivalent to the fluid displacement resulting when all the wheel cylinders or caliper pistons serviced by the reservoirs move from a new lining, fully retracted position to a fully worn, fully applied position. If these latter conditions are not 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 appropriate DOT marking (e.g. DOT3). The symbol and the marking must be affixed in a visible position in indelible form within 100 mm of the filling ports of the fluid reservoirs; additional information may be provided by the manufacturer. 57
12. ABS Requirement Purpose ① To check Adhesion Utilization and Vehicle Stability when ABS activated on *various road condition. * Various road condition (next page for details) A : High µ road surface B : Low µ road surface C : µ split (different µ on left / right) D : µ jumping (High µ to Low µ, Low µ to High µ) ② Secondary performance for ABS failure and requirement for warning. ③ EMC (Electromagnetic Compatibility) ABS system must not be affected by Electric / Magnetic field. 58
12. ABS Requirement Various road condition A : High µ road surface High µ C : µ split (different µ on left / right) High µ Low µ B : Low µ road surface Low µ D : µ jumping (Low µ to High µ) Low µ High µ D : µ jumping (High µ to Low µ) Low µ High µ 59
12. ABS Requirement (1) ABS Efficiency (condition A & B) ε ΖAL/KM 0.75 ΖAL: Maximum braking rate under ABS control KM: Friction coefficient of road surface (2) The Vehicle Stability and Wheel Lock (Condition A,B,C,D) * Various road condition A : High µ road surface B : Low µ road surface C : µ split (different µ on left / right) D : µ jumping (High µ to low µ, low µ to High µ) 60
12. ABS Requirement (3) Secondary brake performance for ABS failure Prescribed values and other criteria Remarks -High µ condition Initial braking speed 100km/h Stopping distance 0.1V 0.075v2 (85m) Mean fully developed deceleration 5.144 m/s2 (80% of Type O) Force applied to control 65 to 500N Vehicle behavior The wheels shall not lock up at speeds exceeding 15km/h. (Condition A) The vehicle shall not deviate from a 3.5m-wide lane. The yaw angle shall not exceed 15 degrees. (4) EMC (R10) The braking system shall not exhibit any malfunction caused by Electromagnetic field. 61
13. Other Requirement 62
1. EBS Performance Requirement ・Additional requirements for failure within the electric control transmission *The secondary brake performance under malfunction of electric control transmission *Static service brake performance *Compensation *Charge-discharge balance with the use of electric energy *Warning signal 63
2. RBS This provision is
As we all already well informed, braking system is part of the most important system in a vehicle consist of combination of interacting parts that work to slow the vehicle. It is very dangerous to road users if the braking system not functioning correctly. To ensure the safety, durability and performance of the vehicle braking system, WP29 has
ABS system (Anti-lock Braking System) This device prevents the wheels from locking despite the rider's excessive pressure on the braking system. The risk of skidding and of loss of steering is thus eliminat-ed during intensive braking in a straight line. ABS can be applied to either an inde-pendent or an integrated braking system.
D. Regenerative Anti lock Braking System mechanical brake The mechanical brake in the RABS is a normal mechanical brake which acts on rear wheels only, this mechanical brake has a constant braking torque, which equal to the maximum torque generated by the MG and uses in the second mode of braking (stopping mode). The total torque of braking of the
Anti-lock brake systems Anti-lock Braking Systems (ABS) is a form of electronic braking which was invented to help a driver control a vehicle under heavy braking by preventing the wheels from locking up. How they work Braking systems take the force applied to the foot pedal by the driver and transfer it via mechanical system to the brakes on .
Owner's Manual and Installation Instructions Towed Car Proportional Braking System Portable Braking System Model No. 93 00 853292-01 3/2006. C ongratulations on your new braking system.and THANK YOU. Quality materials, computer technology and our reputation for craftsmanship have gone into each system. Each of our products is designed
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Version 1.0 - October 2020 E0 Model Year. NEW PEUGEOT 3008 SUV models come with the following equipment as standard: Safety and Security ABS (Anti-lock Braking System) with REF (Electronic Braking Distribution) and AFU (Emergency Braking Assistance) . Safety Pack Advanced emergency braking system (V-AEB with video camera)
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