ANNEX 1

COMMUNICATION

(Maximum format: A4 (210 × 297 mm))

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ANNEX 2

ARRANGEMENT OF APPROVAL MARK

Light source modules

MD E3 17325

The light source module bearing the identification code shown above has been approved together with a lamp approved in Italy (E3) under approval number 17325.

ANNEX 3

MINIMUM ANGLES REQUIRED FOR THE LIGHT DISTRIBUTION IN SPACE  (*1)

In all cases, the minimum vertical angles of light distribution in space are 15° above and 15° below the horizontal except for lamps with a mounting height of equal to or less than 750 mm above the ground, for which they are 15° above and 5° below the horizontal.

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(*1)  The angles shown in these diagrams are correct for devices to be mounted on the right side of the vehicle. The arrows point to the front of the vehicles.

ANNEX 4

PHOTOMETRIC MEASUREMENTS

1.   MEASUREMENT METHODS

1.1.   During photometric measurements, stray reflections shall be prevented by appropriate masking.

1.2.   Should the results of measurements be challenged, measurements shall be carried out in such a way as to meet the following requirements:

1.2.1.

the distance of measurements shall be such that the law of the inverse of the square of the distance is applicable;

1.2.2.

the measuring equipment shall be such that the angular aperture of the receiver viewed from the reference centre of the light is between 10’ and 1°;

1.2.3.

the intensity requirement for a particular direction of observation shall be deemed to be satisfied if that requirement is met in a direction deviating by not more than 15’ from the direction of observation.

1.3.   In the case where the device may be installed on the vehicle in more than one or in a field of different positions the photometric measurements shall be repeated for each position or for the extreme positions of the field of the reference axis specified by the manufacturer.

2.   STANDARD LUMINOUS INTENSITY DISTRIBUTION TABLE

Left	Right

2.1.   The direction H = 0° and V = 0° corresponds to the reference axis. (On the vehicle it is horizontal, parallel to the median longitudinal plane of the vehicle and oriented in the required direction of visibility). It passes through the centre of reference. The values shown in the table give, for the various directions of measurements, the minimum intensities as a percentage of the minimum required in the axis for each lamp (in the direction H = 0° and V = 0°).

2.2.   Within the field of light distribution of paragraph 2, schematically shown as a grid, the light pattern should be substantially uniform in so far as the light intensity in each direction of a part of the field formed by the grid lines meets at least the lowest minimum percentage value being shown (available) on the grid lines surrounding the questioned direction.

2.3.   However in the case where a device is intended to be installed at a mounting height of equal to or less than 750 mm above the ground, the photometric intensity is verified only up to an angle of 5° downwards.

3.   PHOTOMETRIC MEASUREMENT OF LAMPS

The photometric performance shall be checked:

3.1.   For non-replaceable light sources (filament lamps and other):

with the light sources present in the lamp, in accordance with paragraph 8.1. of this Regulation.

3.2.   For replaceable filament lamps:

when equipped with filament lamps at 6,75 V, 13,5 V or 28,0 V, the luminous intensity values produced shall be corrected. The correction factor is the ratio between the reference luminous flux and the mean value of the luminous flux found at the voltage applied (6,75 V, 13,5 V or 28,0 V). The actual luminous fluxes of each filament lamp used shall not deviate more than ± 5 per cent from the mean value. Alternatively a standard filament lamp may be used in turn, in each of the individual positions, operated at its reference flux, the individual measurements in each position being added together.

3.3.   For any signalling lamp except those equipped with filament lamp(s), the luminous intensities, measured after one minute and after 30 minutes of operation, shall comply with the minimum and maximum requirements. The luminous intensity distribution after one minute of operation can be calculated from the luminous intensity distribution after 30 minutes of operation by applying at each test point the ratio of luminous intensities measured at HV after one minute and after 30 minutes of operation.

ANNEX 5

COLOUR OF LIGHT EMITTED: CHROMATICITY COORDINATES

For checking those colorimetric characteristics, a source of light at a colour temperature of 2 854 K corresponding to illuminant A of the International Commission on Illumination (CIE) shall be used. However, for lamps equipped with non-replaceable light sources (filament lamps and other), the colorimetric characteristics should be verified with the light sources present in the lamp, in accordance with paragraph 8.1 of this Regulation.

ANNEX 6

Minimum requirements for conformity of production control procedures

1.   GENERAL

1.1.   The conformity requirements shall be considered satisfied from a mechanical and geometric standpoint, if the differences do not exceed inevitable manufacturing deviations within the requirements of this Regulation.

1.2.   With respect to photometric performances, the conformity of mass-produced lamps shall not be contested if, when testing photometric performances of any lamp chosen at random and equipped with a standard filament lamp, or when the lamps are equipped with non-replaceable light sources (filament lamps or other), and when all measurements are made at 6,75 V, 13,5 V or 28,0 V respectively:

1.2.1.

No measured value deviates unfavourably by more than 20 per cent from the values prescribed in this Regulation.

1.2.2.

If, in the case of a lamp equipped with a replaceable light source and if results of the test described above do not meet the requirements, tests on lamps shall be repeated using another standard filament lamp.

1.3.   The chromaticity coordinates shall be complied with when the lamp is equipped with a standard filament lamp, or for lamps equipped with non-replaceable light sources (filament lamps or other), when the colorimetric characteristics are verified with the light source present in the lamp.

2.   MINIMUM REQUIREMENTS FOR VERIFICATION OF CONFORMITY BY THE MANUFACTURER

For each type of lamp the holder of the approval mark shall carry out at least the following tests, at appropriate intervals. The tests shall be carried out in accordance with the provisions of this Regulation.

If any sampling shows non-conformity with regard to the type of test concerned, further samples shall be taken and tested. The manufacturer shall take steps to ensure the conformity of the production concerned.

2.1.   Nature of tests

Tests of conformity in this Regulation shall cover the photometric and colorimetric characteristics.

2.2.   Methods used in tests

2.2.1.

Tests shall generally be carried out in accordance with the methods set out in this Regulation.

2.2.2.

In any test of conformity carried out by the manufacturer, equivalent methods may be used with the consent of the Competent Authority responsible for approval tests. The manufacturer is responsible for proving that the applied methods are equivalent to those laid down in this Regulation.

2.2.3.

The application of paragraphs 2.2.1 and 2.2.2 requires regular calibration of test apparatus and its correlation with measurements made by a Competent Authority.

2.2.4.

In all cases the reference methods shall be those of this Regulation, particularly for the purpose of administrative verification and sampling.

2.3.   Nature of sampling

Samples of lamps shall be selected at random from the production of a uniform batch. A uniform batch means a set of lamps of the same type, defined according to the production methods of the manufacturer.

The assessment shall in general cover series production from individual factories. However, a manufacturer may group together records concerning the same type from several factories, provided these operate under the same quality system and quality management.

2.4.   Measured and recorded photometric characteristics

The sampled lamp shall be subjected to photometric measurements for the minimum values at the points listed in Annex 4 and the required chromaticity coordinates.

2.5.   Criteria governing acceptability

The manufacturer is responsible for carrying out a statistical study of the test results and for defining, in agreement with the Competent Authority, criteria governing the acceptability of his products in order to meet the specifications laid down for verification of conformity of products in paragraph 12.1 of this Regulation.

The criteria governing the acceptability shall be such that, with a confidence level of 95 per cent, the minimum probability of passing a spot check in accordance with Annex 7 (first sampling) would be 0,95.

ANNEX 7

MINIMUM REQUIREMENTS FOR SAMPLING BY AN INSPECTOR

1.   GENERAL

1.1.   The conformity requirements shall be considered satisfied from a mechanical and a geometric standpoint, in accordance with the requirements of this Regulation, if any, if the differences do not exceed inevitable manufacturing deviations.

1.2.   With respect to photometric performance, the conformity of mass-produced lamps shall not be contested if, when testing photometric performances of any lamp chosen at random and equipped with a standard filament lamp, or when the lamps are equipped with non-replaceable light sources (filament lamps or other), and when all measurements are made at 6,75 V, 13,5 V or 28,0 V respectively:

1.2.1.

no measured value deviates unfavourably by more than 20 per cent from the values prescribed in this Regulation.

1.2.2.

If, in the case of a lamp equipped with a replaceable light source and if results of the test described above do not meet the requirements, tests on lamps shall be repeated using another standard filament lamp.

1.2.3.

Lamps with apparent defects are disregarded.

1.3.   The chromaticity coordinates shall be complied with when the lamp is equipped with a standard filament lamp, or for lamps equipped with non-replaceable light sources (filament lamps or other), when the colorimetric characteristics are verified with the light source present in the lamp.

2.   FIRST SAMPLING

In the first sampling four lamps are selected at random. The first sample of two is marked A, the second sample of two is marked B.

2.1.   The conformity is not contested

2.1.1.

Following the sampling procedure shown in Figure 1 of this annex the conformity of mass-produced lamps shall not be contested if the deviation of the measured values of the lamps in the unfavourable directions are: 2.1.1.1. sample A A1: one lamp 0 per cent one lamp not more than 20 per cent A2: both lamps more than 0 per cent but not more than 20 per cent go to sample B   2.1.1.2. sample B B1: both lamps 0 per cent

2.1.2.

or, if the conditions of paragraph 1.2.2. for sample A are fulfilled.

2.2.   The conformity is contested

2.2.1.

Following the sampling procedure shown in Figure 1 of this annex the conformity of mass-produced lamps shall be contested and the manufacturer requested to make his production meet the requirements (alignment) if the deviations of the measured values of the lamps are: 2.2.1.1. sample A A3: one lamp not more than 20 per cent one lamp more than 20 per cent but not more than 30 per cent 2.2.1.2. sample B B2: in the case of A2   one lamp more than 0 per cent but not more than 20 per cent one lamp not more than 20 per cent B3: in the case of A2   one lamp 0 per cent one lamp more than 20 per cent but not more than 30 per cent

2.2.2.

or, if the conditions of paragraph 1.2.2. for sample A are not fulfilled.

2.3.   Approval withdrawn

Conformity shall be contested and paragraph 13. applied if, following the sampling procedure in Figure 1 of this annex, the deviations of the measured values of the lamps are:

2.3.1.

sample A A4: one lamp not more than 20 per cent one lamp more than 30 per cent A5: both lamps more than 20 per cent

2.3.2.

sample B B4: in the case of A2   one lamp more than 0 per cent but not more than 20 per cent one lamp more than 20 per cent B5: in the case of A2   both lamps more than 20 per cent B6: in the case of A2   one lamp 0 per cent one lamp more than 30 per cent

2.3.3.

or, if the conditions of paragraph 1.2.2 for samples A and B are not fulfilled.

3.   REPEATED SAMPLING

In the cases of A3, B2, B3 a repeated sampling, third sample C of two lamps and fourth sample D of two lamps, selected from stock manufactured after alignment, is necessary within two months’ time after the notification.

3.1.   The conformity is not contested

3.1.1.

Following the sampling procedure shown in Figure 1 of this annex the conformity of mass-produced lamps shall not be contested if the deviations of the measured values of the lamps are: 3.1.1.1. sample C C1: one lamp 0 per cent one lamp not more than 20 per cent C2: both lamps more than 0 per cent but not more than 20 per cent go to sample D   3.1.1.2. sample D D1: in the case of C2   both lamps 0 per cent

3.1.2.

or, if the conditions of paragraph 1.2.2. for sample C are fulfilled.

3.2.   The conformity is contested

3.2.1.

Following the sampling procedure shown in Figure 1 of this annex the conformity of mass-produced lamps shall be contested and the manufacturer requested to make his production meet the requirements (alignment) if the deviations of the measured values of the lamps are: 3.2.1.1. sample D D2: in the case of C2   one lamp more than 0 per cent but not more than 20 per cent one lamp not more than 20 per cent 3.2.1.2. or, if the conditions of paragraph 1.2.2 for sample C are not fulfilled.

3.3.   Approval withdrawn

Conformity shall be contested and paragraph 13 applied if, following the sampling procedure in Figure 1 of this annex, the deviations of the measured values of the lamps are:

3.3.1.

sample C C3: one lamp not more than 20 per cent one lamp more than 20 per cent C4: both lamps more than 20 per cent

3.3.2.

sample D D3: in the case of C2   one lamp 0 or more than 0 per cent one lamp more than 20 per cent

3.3.3.

or, if the conditions of paragraph 1.2.2 for samples C and D are not fulfilled.

Figure 1

First Sampling

4 devices selected at random split into samples A&B

A

B

2 devices

2 devices

A1

A2

A3

0

≤20

>0

≤20

>0

≤20

≤20

>20

≤30

END

END

go over to sample B

0

0

>0

≤20

≤20

0

>20

≤30

Alignment

Manufacturer is ordered to bring the products in line with the requirements

2 devices

D

Repeated Sampling

4 devices selected at random split into samples C&D

2 devices

C

0

≤20

END

>0

≤20

>0

≤20

go over to sample D

END

go to alignment

Possible results on sample A

0

0

≤20

>0

≤20

Possible results on sample D

≥0

>20

>0

≤20

>20

>20

>20

0

>30

Approval

withdrawn

Maximum deviation [per cent] in the unfavourable direction in relation to the limit values

X

≤20

>20

>20

>20

≤20

>30

>20

>20

A4

A5

B4

B5

B6

B1

B2

B3

Possible results on sample B

C1

C2

D1

D2

D3

C3

C4

Possible results on sample C

ANNEX 1

COMMUNICATION

(Maximum format: A4 (210 × 297 mm))

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ANNEX 2

ARRANGEMENTS OF THE APPROVAL MARK AND APPROVAL DATA

(See paragraph 4.7 of this Regulation)

a = 8 mm min.

The above approval mark shows that the item concerned has been approved in the Netherlands (E4) pursuant to Regulation No 90. In this illustration the first two digits of the approval number indicate that Regulation No 90 already included the 01 series of amendments when the approval number was granted; the following three digits are those allocated by the approval authority to the brake lining type, and the suffix digits are those allocated by the approval authority to the shoe or backplate. All eight digits together comprise the approval number for that replacement brake lining assembly type.

Example of pad assembly marking

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Example of shoe assembly marking

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Example of drum brake lining marking

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Note: Positions of markings and mutual positions of markings shown in the examples are not mandatory.

ANNEX 3

Requirements for replacement brake lining assemblies for vehicles of categories M1, M2 and N1

1.   Conformance with Regulation No 13

Compliance with the requirements of Regulation No 13 shall be demonstrated in a vehicle test.

1.1.   Vehicle preparation

1.1.1.   Test Vehicle

A vehicle which is representative of the type(s) for which the replacement brake lining assembly approval is required shall be equipped with the replacement brake lining assemblies of the type for which approval is requested and instrumented for brake testing as required by Regulations No 13 and 13-H.

Brake linings submitted for test shall be fitted to the relevant brakes and, until a fixed burnishing procedure is established, shall be burnished to the manufacturer’s instructions in agreement with the technical service.

1.1.2.   Bedding (burnishing) procedure

1.1.2.1.   General conditions

Brake lining assemblies submitted for test shall be fitted to the relevant brakes. In the case of replacement brake lining assemblies, new brake linings must be used. Drum brake linings may be machined to achieve the best possible initial contact between the linings and drum(s). The test vehicle shall be fully laden.

Original brake lining assemblies used for comparison test and already fitted to the test vehicle may be used provided they are in a good condition and have not been worn out by more than 20 per cent of the initial thickness. They must not show damages, cracks, excessive corrosion or signs of overheating. They shall be bedded to the procedure described below.

1.1.2.2.   Procedure

Perform a minimum 50 km driving distance and at least 100 brake applications at varying decelerations (at least between 1 m/s2 and 5 m/s2) with initial speeds between 50 km/h and 120 km/h. A temperature range between 250 °C and 500 °C for pad assemblies or between 150 °C and 250 °C for drum brake lining assemblies (measured at the rubbing surface of the disc or drum) must be achieved at least 3 times during the bedding procedure. Temperatures must not exceed 500 °C for pad assemblies and 250 °C for drum brake lining assemblies.

1.1.2.3.   Performance check

By braking only one axle at a time perform 5 brake applications from 70 km/h to 0 km/h (front axle) and 45 km/h to 0 km/h (rear axle) at a line pressure of 4 Mpa (1) and with an initial temperature of 100 °C for each stop. The 5 consecutive non-monotonic results must remain within the tolerance of 0,6 m/s2 (front axle) or 0,4 m/s2 (rear axle) of their mean fully developed deceleration.

If this requirement is not fulfilled the bedding procedure according to paragraph 1.1.2.2. must be extended and the performance check according to paragraph 1.1.2.3 must be repeated.

1.2.   The braking system of the vehicle shall be tested according to the requirements for the vehicle category in question (M1, M2 or N1) in Regulation No 13, Annex 4, paragraphs 1 and 2. The applicable requirements or tests are:

1.2.1.   Service braking system

1.2.1.1.   Type-0 test with engine disconnected, vehicle laden

1.2.1.2.   Type-0 test with engine connected, vehicle unladen and laden, according to Regulation No 13, Annex 4, paragraphs 1.4.3.1 (stability test) and 1.4.3.2 (only the test with initial speed v = 0,8 vmax)

1.2.1.3.   Type-I test

1.2.2.   Secondary braking system

1.2.2.1.   Type-0 test with engine disconnected, vehicle laden (this test may be omitted in cases where it is obvious that the requirements are met, e.g. diagonal split braking system)

1.2.3.   Parking braking system

(Only applicable if the brakes for which lining approval is sought are used for parking).

1.2.3.1.   Downhill test at 18 per cent gradient, vehicle laden

1.3.   The vehicle must satisfy all the relevant requirements stated in Regulation No 13, Annex 4, paragraph 2 for that category of vehicles.

2.   Additional requirements

Compliance with the additional requirements shall be demonstrated by using one of the two following methods:

2.1.   Vehicle test (split axle test)

For this test the vehicle shall be fully laden and all brake applications made with engine disconnected, on a level road.

The vehicle service brake control system shall be equipped with a means of isolating front and rear axle brakes so that either may be used independently of the other.

Where brake lining assembly approval is required for front axle brakes the rear axle brakes shall remain inoperative throughout the test.

Where brake lining assembly approval is required for rear axle brakes the front axle brakes shall remain inoperative throughout the test.

2.1.1.   Cold performance equivalence test

A comparison of the cold performance of the replacement brake lining assembly and the original brake lining assembly shall be made by comparing the results of testing to the following method.

2.1.1.1.   Make a minimum of six brake applications at spaced increments of pedal effort or line pressure up to wheel lock or, alternatively, up to a mean fully developed deceleration of 6 m/s2 or up to the allowed maximum pedal force for the category of vehicle in question from an initial speed as given in the table below:

Vehicle category	Test speed in km/h
	front axle	rear axle
M1	70	45
M2	50	40
N1	65	50

The initial brake temperature at the start of each application shall be ≤ 100 °C.

2.1.1.2.   Note and plot pedal force or line pressure and mean fully developed deceleration for each application, and determine the pedal force or line pressure required to achieve (if possible) a mean fully developed deceleration of 5 m/s2 for front axle brakes and 3 m/s2 for rear axle brakes. If these values cannot be achieved with the maximum allowed pedal force determine alternatively the pedal force or line pressure required to achieve maximum deceleration.

2.1.1.3.   The replacement brake lining assembly shall be considered to show similar performance characteristics to the original brake lining assembly if the achieved mean fully developed decelerations at the same control force or line pressure in the upper two thirds of the generated curve are within 15 per cent of those obtained with the original brake lining assembly.

2.1.2.   Speed sensitivity test

2.1.2.1.   Using the pedal force derived from paragraph 2.1.1.2 of this annex and with initial brake temperature ≤ 100 °C, make three brake applications from each of the following speeds:

(a)	Front axle 65, 100 km/h and additionally 135 km/h where vmax exceeds 150 km/h.

(b)	Rear axle 45, 65 km/h and additionally 90 km/h where vmax exceeds 150 km/h.

2.1.2.2.   Average the results for each group of three applications and plot speed against corresponding mean fully developed deceleration.

2.1.2.3.   Mean fully developed decelerations recorded for the higher speeds shall lie within 15 per cent of that recorded for the lowest speed.

2.2.   Inertia dynamometer test

2.2.1.   Test equipment

For the tests an inertia dynamometer shall be equipped with the vehicle brake in question. The dynamometer shall be instrumented for continuous recording of rotational speed, brake torque, pressure in the brake line, number of rotations after brake application, braking time and brake rotor temperature.

2.2.2.   Test conditions

2.2.2.1.   The rotational mass of the dynamometer shall correspond to half the axle portion of the maximum vehicle mass as listed in the table below and to the rolling radius of the largest tyre that is authorized for that vehicle type(s).

Vehicle category	Axle portion of maximum vehicle mass
	front	rear
M1	0,77	0,32
M2	0,69	0,44
N1	0,66	0,39

2.2.2.2.   The initial dynamometer rotational speed shall correspond to the linear vehicle speed as stated in paragraphs 2.2.3 and 2.2.4 of this annex and shall be based on the dynamic rolling radius of the tyre.

2.2.2.3.   Brake linings submitted for test shall be fitted to the relevant brakes and bedded (burnished) according to the following procedure:

Burnishing Phase 1, 64 snubs from 80 km/h to 30 km/h at varying line pressures: Parameter Front axle Rear axle Disc brake Rear axle Drum brake Number of snubs per cycle 32 32 32 Brake speed (km/h) 80 80 80 Release speed (km/h) 30 30 30 Initial brake temperature (°C) < 100 < 100 < 80 Final brake temperature (°C) Open Open Open Pressure snub 1 (kPa) 1 500 1 500 1 500 Pressure snub 2 (kPa) 3 000 3 000 3 000 Pressure snub 3 (kPa) 1 500 1 500 1 500 Pressure snub 4 (kPa) 1 800 1 800 1 800 Pressure snub 5 (kPa) 2 200 2 200 2 200 Pressure snub 6 (kPa) 3 800 3 800 3 800 Pressure snub 7 (kPa) 1 500 1 500 1 500 Pressure snub 8 (kPa) 2 600 2 600 2 600 Pressure snub 9 (kPa) 1 800 1 800 1 800 Pressure snub 10 (kPa) 3 400 3 400 3 400 Pressure snub 11 (kPa) 1 500 1 500 1 500 Pressure snub 12 (kPa) 2 600 2 600 2 600 Pressure snub 13 (kPa) 1 500 1 500 1 500 Pressure snub 14 (kPa) 2 200 2 200 2 200 Pressure snub 15 (kPa) 3 000 3 000 3 000 Pressure snub 16 (kPa) 4 600 4 600 4 600 Pressure snub 17 (kPa) 2 600 2 600 2 600 Pressure snub 18 (kPa) 5 100 5 100 5 100 Pressure snub 19 (kPa) 2 200 2 200 2 200 Pressure snub 20 (kPa) 1 800 1 800 1 800 Pressure snub 21 (kPa) 4 200 4 200 4 200 Pressure snub 22 (kPa) 1 500 1 500 1 500 Pressure snub 23 (kPa) 1 800 1 800 1 800 Pressure snub 24 (kPa) 4 600 4 600 4 600 Pressure snub 25 (kPa) 2 600 2 600 2 600 Pressure snub 26 (kPa) 1 500 1 500 1 500 Pressure snub 27 (kPa) 3 400 3 400 3 400 Pressure snub 28 (kPa) 2 200 2 200 2 200 Pressure snub 29 (kPa) 1 800 1 800 1 800 Pressure snub 30 (kPa) 3 000 3 000 3 000 Pressure snub 31 (kPa) 1 800 1 800 1 800 Pressure snub 32 (kPa) 3 800 3 800 3 800 Number of cycles 2 2 2

Burnishing Phase 2, 10 stops from 100 km/h to 5 km/h at 0,4 g deceleration and increasing initial temperatures: Parameter Front axle Rear axle Disc brake Rear axle Drum brake Number of stops per cycle 10 10 10 Brake speed (km/h) 100 100 100 Release speed (km/h) < 5 < 5 < 5 Deceleration level (g) 0,4 0,4 0,4 Maximum pressure (kPa) 16 000 16 000 10 000 Initial temperature 1 (°C) < 100 < 100 < 100 Initial temperature 2 (°C) < 215 < 215 < 151 Initial temperature 3 (°C) < 283 < 283 < 181 Initial temperature 4 (°C) < 330 < 330 < 202 Initial temperature 5 (°C) < 367 < 367 < 219 Initial temperature 6 (°C) < 398 < 398 < 232 Initial temperature 7 (°C) < 423 < 423 < 244 Initial temperature 8 (°C) < 446 < 446 < 254 Initial temperature 9 (°C) < 465 < 465 < 262 Initial temperature 10 (°C) < 483 < 483 < 270 Number of cycles 1 1 1

Recovery, 18 snubs from 80 km/h to 30 km/h at line pressure of 3 000 kPa: Parameter Front axle Rear axle Disc brake Rear axle Drum brake Number of stops per cycle 18 18 18 Brake speed (km/h) 80 80 80 Release speed (km/h) 30 30 30 Pressure (kPa) 3 000 3 000 3 000 Initial brake temperature (°C) < 100 < 100 < 80 Final brake temperature (°C) Open Open Open Number of cycles 1 1 1

2.2.2.4.   Perform 5 brake applications from 80 km/h to 0 km/hat a line pressure of 4 MPa and with an initial temperature of 100 °C for each stop. The 5 consecutive non-monotonic results must remain within the tolerance of 0,6 m/s2 of their mean fully developed deceleration.

If this requirement is not fulfilled the first part of the bedding procedure ‘Burnishing Phase 1’ must be repeated until the required performance stability is achieved.

2.2.2.5.   The use of cooling air is permitted. The speed of the airflow during the brake application at the brake shall be:

vair = 0,33 v

where:

v = vehicle test speed at initiation of braking.

2.2.3.   Cold performance equivalence test

A comparison of the cold performance of the replacement brake lining assembly and the original brake lining assembly shall be made by comparing the results of testing to the following method.

2.2.3.1.   From the initial speed of 80 km/h for M1 and N1 and 60 km/h for M2 and with brake temperature ≤ 100 °C at the start of each application make a minimum of six brake applications at spaced intervals of line pressure up to a mean fully developed deceleration of 6 m/s2.

2.2.3.2.   Note and plot line pressure and mean fully developed deceleration for each application, and determine line pressure required to achieve 5 m/s2.

2.2.3.3.   The replacement brake lining assembly shall be considered to show similar performance characteristics to the original brake lining assembly if the achieved mean fully developed decelerations at the same control force or line pressure in the upper two thirds of the generated curve are within 15 per cent of those obtained with the original brake lining assembly.

2.2.4.   Speed sensitivity test

2.2.4.1.   Using the line pressure derived from paragraph 2.2.3.2 and with initial brake temperature ≤ 100 °C make three brake applications from rotational speeds corresponding to vehicle linear speeds of:

(a)	75, 120 km/h and additionally 160 km/h where vmax exceeds 150 km/h.

2.2.4.2.   Average the results for each group of three applications and plot speed against corresponding mean fully developed deceleration.

2.2.4.3.   Mean fully developed decelerations recorded for the higher speeds shall lie within 15 per cent of that recorded for the lowest speed.

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(1)  For other than hydraulic braking systems an equivalent input value should be used.

ANNEX 4

Requirements for replacement brake lining assemblies and drum brake linings for vehicles of categories M3, N2 and N3

1.   Vehicle test

1.1.   Test vehicle

A vehicle which is representative of the type(s) for which the replacement brake lining assembly approval or drum brake lining approval is required shall be equipped with brake lining assemblies or drum brake linings of the type for which approval is sought and instrumented for brake testing as required by Regulation No 13.

Brake linings submitted for test shall be fitted to the relevant brakes and, until a fixed burnishing procedure is established, shall be burnished to the manufacturer’s instructions in agreement with the technical service.

1.2.   Tests and requirements

1.2.1.   Conformance with Regulation No 13

1.2.1.1.   The braking system of the vehicle shall be tested according to the requirements for the vehicle category in question (M3, N2 or N3) in Regulation No 13, Annex 4, paragraphs 1. and 2. The applicable requirements or tests are:

1.2.1.1.1.

Service braking system 1.2.1.1.1.1. Type-0 test with engine disconnected, vehicle laden 1.2.1.1.1.2. Type-0 test with engine connected, vehicle unladen and laden, according to Regulation No 13, Annex 4, paragraphs 1.4.3.1 (stability test) and 1.4.3.2 (only the test with initial speed v = 0,8 vmax). 1.2.1.1.1.3. Type-I test according to Regulation No 13, Annex 4, paragraphs 1.5.1 and 1.5.3 1.2.1.1.1.4. Type-II test The laden vehicle must be tested in such a manner that the energy input is equivalent to that recorded in the same period of time with the laden vehicle driven at an average speed of 30 km/h on a 2,5 per cent down-gradient for a distance of 6 km with the gear disengaged, the braking energy being taken by the service brakes alone.

1.2.1.1.2.

Secondary braking system 1.2.1.1.2.1. Type-0 test with engine disconnected, vehicle laden (this test may be omitted if covered by tests according to paragraph 1.2.2 of this annex).

1.2.1.1.3.

Parking braking system (Only applicable if the brakes for which lining approval is sought are used for parking). 1.2.1.1.3.1. Downhill test at 18 per cent gradient, vehicle laden

1.2.1.2.   The vehicle must satisfy all relevant requirements stated in Regulation No 13, Annex 4, paragraph 2 for that category of vehicle.

1.2.2.   Additional requirements (split axle test)

For the tests mentioned below the vehicle shall be fully laden and all brake applications made with engine disconnected, on a level road.

The vehicle service brake control system shall be equipped with a means of isolating front and rear axle brakes so that either may be used independently of the other.

Where brake lining assembly approval or drum brake lining approval is required for front axle brakes the rear axle brakes shall remain inoperative throughout the test.

Where brake lining assembly approval or drum brake lining approval is required for rear axle brakes the front axle brakes shall remain inoperative throughout the test.

1.2.2.1.   Cold performance equivalence test

A comparison of the cold performance of the replacement brake lining assembly or the replacement drum brake lining and the original brake lining assembly or the original drum brake lining shall be made by comparing the results of testing to the following method.

1.2.2.1.1.

Make a minimum of six brake applications at spaced increments of pedal force or line pressure up to wheel lock or, alternatively, up to a mean fully developed deceleration of 3,5 m/s2 or up to the maximum allowed pedal force or up to the maximum line pressure from an initial speed of 45 km/h and with a brake temperature ≤ 100 °C at the start of each application.

1.2.2.1.2.

Note and plot pedal force or line pressure and mean fully developed deceleration for each application, and determine the pedal force or line pressure required to achieve (if possible) a mean fully developed deceleration of 3 m/s2. If this value cannot be achieved determine alternatively the pedal force or line pressure required to achieve maximum deceleration.

1.2.2.1.3.

The replacement brake lining assembly or the replacement drum brake lining shall be considered to show similar performance characteristics to the original brake lining assembly or the original drum brake lining if the achieved mean fully developed decelerations at the same control force or line pressure in the upper two thirds of the generated curve are within 15 per cent of those obtained with the original brake lining assembly or the original drum brake lining.

1.2.2.2.   Speed sensitivity test

1.2.2.2.1.

Using the pedal force derived from paragraph 1.2.2.1.2 of this annex and with initial brake temperature ≤ 100 °C, make three brake applications from each of the following speeds:   40 km/h down to 20 km/h,   60 km/h down to 40 km/h and   80 km/h down to 60 km/h (if vmax ≥ 90 km/h)

1.2.2.2.2.

Average the results for each group of three applications and plot speed against corresponding mean fully developed deceleration.

1.2.2.2.3.

Mean fully developed decelerations recorded for the higher speeds shall lie within 25 per cent of that recorded for the lowest speed.

2.   Inertia dynamometer test

2.1.   Test equipment

For the tests an inertia dynamometer shall be equipped with the vehicle brake in question. The dynamometer shall be instrumented for continuous recording of rotational speed, brake torque, pressure in the brake line, number of rotations after brake application, braking time and brake rotor temperature.

2.1.1.   Test conditions

2.1.1.1.

The rotational mass of the dynamometer shall correspond to half the axle portion of 0,55 of the maximum vehicle mass and the rolling radius of the largest tyre that is authorised for that vehicle type(s).

2.1.1.2.

The initial dynamometer rotational speed shall correspond to the linear vehicle speed as stated in the paragraphs below and shall be based on the mean of the dynamic rolling radii of the largest and smallest tyres authorized for that vehicle type(s).

2.1.1.3.

Brake lining assemblies or drum brake linings submitted for the test shall be fitted to the brake and, until a fixed burnishing procedure is established, shall be burnished to the manufacturer’s instructions in agreement with the technical service.

2.1.1.4.

If cooling air is used, the speed of the airflow at the brake shall be: vair = 0,33 v where: v = vehicle test speed at initiation of braking.

2.1.1.5.

The actuation cylinder fitted to the brake must be of the smallest size that is authorized for that vehicle type(s).

2.2.   Tests and requirements

2.2.1.   Tests derived from Regulation No 13

2.2.1.1.   Type-0 test

From the initial speed of 60 km/h with a brake temperature ≤ 100 °C at the start of each application make a minimum of six brake applications at spaced intervals of line pressure up to the line pressure that is permanently guaranteed by the braking system of the vehicle type(s) (e.g. cut in pressure of the compressor). A mean fully developed deceleration of at least 5 m/s2 must be achieved.

2.2.1.2.   Type-0 test, high speed performance

Make three brake applications with a brake temperature of ≤ 100 °C at the start of each application from a speed of 100 km/h where approval is directed to vehicles of category N2 and 90 km/h where approval is directed to vehicles of categories M3 and N3 using the guaranteed line pressure as defined in paragraph 2.2.1.1. The mean value of the achieved mean fully developed decelerations of the three applications must be at least 4 m/s2.

2.2.1.3.   Type-I test

2.2.1.3.1.   Heating procedure

Make 20 consecutive snub applications with v1 = 60 km/h and v2 = 30 km/h with a cycle time of 60 s starting at a brake temperature of ≤ 100 °C at the first application. The line pressure shall correspond to a deceleration of 3 m/s2 at the first application and must remain constant throughout the succeeding applications.

2.2.1.3.2.   Hot performance

On completion of the heating procedure the hot performance shall be measured under the conditions of paragraph 2.2.1.1 above using the guaranteed line pressure as defined in paragraph 2.2.1.1 (the temperature conditions may be different). The mean fully developed deceleration with the heated brake must not be less than 60 per cent of the value achieved with the cold brake or 4 m/s2.

2.2.1.3.3.   Recovery

Starting 120 s after the hot performance brake application make 5 full stops with the line pressure used in paragraph 2.2.1.3.1 above and with intervals of at least 2 minutes from the initial speed of 60 km/h. At the beginning of the fifth application the brake temperature shall be ≤ 100 °C and the mean fully developed deceleration achieved shall be within 10 per cent of that calculated from the relation line pressure/deceleration of the Type-0 test at 60 km/h.

2.2.1.4.   Type-II test

2.2.1.4.1.   Heating procedure

The brakes shall be heated by constant braking torque corresponding to a deceleration of 0,15 m/s2 at a constant speed of 30 km/h during a period of 12 minutes.

2.2.1.4.2.   Hot performance

On completion of the heating procedure the hot performance shall be measured under the conditions of paragraph 2.2.1.1 above using the guaranteed line pressure as defined in paragraph 2.2.1.1 (the temperature conditions may be different). The mean fully developed deceleration with the heated brake must not be less than 3,75 m/s2.

2.2.1.5.   Static test for parking performance

2.2.1.5.1.

For the whole range of applications determine the worst case regarding input force to the brake, maximum vehicle mass to be braked by one axle, and tyre radius.

2.2.1.5.2.

Apply the brake with the input force as determined under paragraph 2.2.1.5.1 above.

2.2.1.5.3.

Put a slowly increasing torque on the dyno shaft in order to turn the drum or disc. Measure the output torque at the brake in the moment the dyno shaft begins to move and calculate corresponding axle braking force using the tyre radius as determined under paragraph 2.2.1.5.1.

2.2.1.5.4.

The brake force measured under paragraph 2.2.1.5.3 divided by one-half of the vehicle mass as determined under paragraph 2.2.1.5.1 must give at least a quotient of 0,18.

2.2.2.   Cold performance equivalence test

A comparison of the cold performance of the replacement brake lining assembly or the replacement drum brake lining and the original brake lining assembly or the original drum brake lining shall be made by comparing the results of the Type-0 test as described in paragraph 2.2.1.1.

2.2.2.1.   The Type-0 test as prescribed in paragraph 2.2.1.1 shall be performed with one set of the original brake lining assembly or the original drum brake lining.

2.2.2.2.   The replacement brake lining assembly or the replacement drum brake lining shall be considered to show similar performance characteristics to the original brake lining assembly or the original drum brake lining if the achieved mean fully developed decelerations at the same line pressure in the upper two thirds of the generated curve are within 15 per cent of those obtained with the original brake lining assembly or the original drum brake lining.

2.2.3.   Speed sensitivity test

2.2.3.1.

Using the guaranteed line pressure as defined in paragraph 2.2.1.1 and with initial brake temperature ≤ 100 °C, make three brake applications from each of the following speeds:   60 km/h down to 30 km/h,   80 km/h down to 60 km/h, and   110 km/h down to 80 km/h (if vmax ≥ 90 km/h).

2.2.3.2.

Average the results for each group of three applications and plot speed against corresponding mean fully developed deceleration.

2.2.3.3.

Mean fully developed decelerations recorded for the higher speeds shall lie within 25 per cent of that recorded for the lowest speed.

ANNEX 5

Requirements for replacement brake lining assemblies for vehicles of categories O1 and O2

1.   General

The test method described in this annex is based on an inertia dynamometer test. Alternatively the tests may be carried out on a test vehicle or on a rolling road test bench provided that the same test conditions are achieved and the same parameters measured as in the inertia dynamometer test.

2.   Test equipment

For the tests an inertia dynamometer shall be equipped with the vehicle brake in question. The dynamometer shall be instrumented for continuous recording of rotational speed, brake torque, pressure in the brake line or actuation force, number of rotations after brake application, braking time and brake rotor temperature.

2.1.   Test conditions

2.1.1.   The rotational mass of the dynamometer shall correspond to half the relevant axle portion of the maximum vehicle mass and the rolling radius of the largest tyre that is authorized for that vehicle type(s).

2.1.2.   The initial dynamometer rotational speed shall correspond to the linear vehicle speed as stated in paragraph 3.1 of this annex and shall be based on the dynamic rolling radius of the smallest tyre that is authorized for that vehicle type(s).

2.1.3.   Brake linings submitted for the test shall be fitted to the relevant brake and, until a fixed burnishing procedure is established, shall be burnished to the manufacturer’s instructions in agreement with the technical service.

2.1.4.   If cooling air is used, the speed of the airflow at the brake shall be:

vair = 0,33 v

where:

v = vehicle test speed at initiation of braking.

2.1.5.   The actuation device fitted to the brake must correspond to the vehicle installation.

3.   Tests and requirements

3.1.   Type-0 test

From the initial speed of 60 km/h with a brake temperature ≤ 100 oC at the start of each application make a minimum of six consecutive brake applications at spaced intervals of line pressure or application force up to the maximum line pressure or up to 6 m/s2 deceleration. Repeat the last brake application using an initial speed of 40 km/h.

3.2.   Type-I test

3.2.1.   Heating procedure

The brake shall be heated with continuous braking according to the requirement of Regulation No 13, Annex 4, paragraph 1.5.2 starting with a brake rotor temperature ≤ 100 oC.

3.2.2.   Hot performance

On completion of the heating procedure the hot performance from an initial speed of 40 km/h shall be measured under the conditions of paragraph 3.2.1 above using the same line pressure or application force (the temperature conditions may be different). The mean fully developed deceleration with the heated brake must not be less than 60 per cent of the value achieved with the cold brake or 3,5 m/s2.

3.3.   Cold performance equivalence test

A comparison of the cold performance of the replacement brake lining assembly and the original brake lining assembly shall be made by comparing the results of the Type-0 test as described in paragraph 3.1.

3.3.1.   The Type-0 test as prescribed in paragraph 3.1 shall be performed with one set of the original brake lining assembly.

3.3.2.   The replacement brake lining assembly shall be considered to show similar performance characteristics to the original brake lining assembly if the achieved mean fully developed decelerations at the same line pressure or application force in the upper two thirds of the generated curve are within 15 per cent of those obtained with the original brake lining assembly.

ANNEX 6

Requirements for replacement brake lining assemblies and drum brake linings for vehicles of categories O3 and O4

1.   Test conditions

The tests prescribed in this annex may be carried out alternatively on a test vehicle or on an inertia dynamometer or on a rolling road test bench under the same conditions as mentioned in Regulation 13, Annex 11, Appendix 2, paragraphs 3.1 to 3.4.

Brake linings submitted for test shall be fitted to the relevant brakes and, until a fixed burnishing procedure is established, shall be burnished to the manufacturer’s instructions in agreement with the technical service.

2.   Tests and requirements

2.1.   Conformance with Regulation No 13, Annex 11

The brakes shall be tested according to the requirements of Regulation No 13, Annex 11, Appendix 2, paragraph 3.5.

2.1.1.

The results shall be reported in a form according to Regulation No 13, Annex 11, Appendix 3.

2.1.2.

A comparison shall be made between these results and those obtained with the original brake lining assemblies or the original drum brake linings under the same conditions.

2.1.3.

The achieved hot performance at the same input torque of the replacement brake lining assembly or the replacement drum brake lining in the Type-I test or in the Type-III test (whichever is applicable) must be: (a) equal to or higher than the hot performance of the original brake lining assembly or the original drum brake lining, or (b) at least 90 per cent of the cold performance of the replacement brake lining assembly or the replacement drum brake lining. The corresponding stroke of the actuator must not be ≥ 110 per cent of the value achieved with the original brake lining assembly or the original drum brake lining and must not exceed the value sp as defined in Annex 11, Appendix 2, paragraph 2 of Regulation No 13. In the case where the original brake lining assembly or drum brake lining has been tested against the Type-II test requirements, the minimum requirements of Regulation No 13, Annex 4, paragraph 1.7.2 (Type-III test) are applicable for the replacement brake lining assembly or drum brake lining.

2.2.   Cold performance equivalence test (Type-0)

2.2.1.

Under the conditions of paragraph 1 of this annex and from an initial speed of 60 km/h with a brake temperature ≤ 100 °C make 6 brake applications at spaced intervals of control force or line pressure up to 6,5 bar or an achieved deceleration of 6 m/s2.

2.2.2.

Note and plot control force or line pressure and mean brake torque or mean fully developed deceleration for each application.

2.2.3.

Compare the results with those obtained with the original brake lining assemblies or the original drum brake linings under the same test conditions.

2.2.4.

The replacement brake lining assembly or the replacement drum brake lining shall be considered to show similar performance characteristics to the original brake lining assembly or the original drum brake lining if the achieved mean fully developed decelerations at the same input force or line pressure in the upper two thirds of the generated curve are within – 5 per cent and + 15 per cent of those obtained with the original brake lining assembly or the original drum brake lining.

ANNEX 7

Requirements for replacement brake lining assemblies for vehicles of category L

1.   Test conditions

1.1.   A vehicle which is representative of the type(s) for which the replacement brake lining assembly approval is required shall be equipped with the brake lining assemblies of the type for which approval is requested and instrumented for brake testing as required by Regulation No 78.

1.2.   Brake lining assemblies submitted for the test shall be fitted to the relevant brakes and, until a fixed burnishing procedure is established, shall be burnished to the manufacturer’s instructions in agreement with the technical service.

1.3.   In the case of brake lining assemblies for vehicles with a combined braking system in the meaning of paragraph 2.9 of Regulation No 78 the combination(s) of brake lining assemblies for the front and the rear axle to which the approval shall be directed must be tested.

The combination may consist of replacement brake lining assemblies for both axles and/or a replacement brake lining assembly on one and an original brake lining assembly on the other axle.

2.   Tests and requirements

2.1.   Conformance with Regulation No 78

2.1.1.   The braking system of the vehicle shall be tested according to the requirements for the vehicle category in question (L1, L2, L3, L4 or L5) in Regulation No 78, Annex 3, paragraph 1. The applicable requirements or tests are:

2.1.1.1.   Type-0 test with engine disconnected

The test is to be carried out only in the laden condition. Make a minimum of six brake applications at spaced increments of control force or line pressure up to wheel lock, or up to a deceleration of 6 m/s2 or up to the maximum allowed control force.

2.1.1.2.   Type-0 test with engine connected

Only applicable for vehicles of categories L3, L4 and L5.

2.1.1.3.   Type-0 test with wet brakes

Not applicable to vehicles of category L5 or in cases of drum brakes or fully enclosed disc brakes not subjected to this test during approval to Regulation No 78.

2.1.1.4.   Type-I test

Only applicable for vehicles of categories L3, L4 and L5.

2.1.2.   The vehicle must satisfy all the relevant requirements stated in Regulation No 78, Annex 3, paragraph 2 for that category of vehicles.

2.2.   Additional requirements

2.2.1.   Cold performance equivalence test

A comparison of the cold performance of the replacement brake lining assembly and the original brake lining assembly shall be made by comparing the results of the Type-0 test as described in paragraph 2.1.1.1.

2.2.1.1.   The Type-0 test as prescribed in paragraph 2.1.1.1 shall be performed with one set of the original brake lining assembly.

2.2.1.2.   The replacement brake lining assembly shall be considered to show similar performance characteristics to the original brake lining assembly if the achieved mean fully developed decelerations at the same line pressure in the upper two thirds of the generated curve are within 15 per cent of those obtained with the original brake lining assembly.

2.2.2.   Speed sensitivity test

This test is only applicable for vehicles of categories L3, L4 and L5 and shall be carried out with the laden vehicle under the conditions of the Type-0 test with engine disconnected. However, the test speeds are different.

2.2.2.1.   From the results of the Type-0 test as described in paragraph 2.1.1.1 determine the control force or line pressure corresponding to the minimum required mean fully developed deceleration for that category of vehicle.

2.2.2.2.   Using the control force or line pressure determined in paragraph 2.2.2.1 and with initial brake temperature ≤ 100 °C, make three brake applications from each of the following speeds:

40 km/h, 80 km/h and 120 km/h (if vmax ≥ 130 km/h)

2.2.2.3.   Average the results for each group of three applications and plot speed against corresponding mean fully developed deceleration.

2.2.2.4.   Mean fully developed decelerations recorded for the higher speeds shall lie within 15 per cent of that recorded for the lowest speed.

ANNEX 8

Technical prescriptions for replacement brake lining assemblies intended for the use in separate parking brake systems being independent of the vehicle service brake system

1.   COMPLIANCE WITH REGULATION No 13

Compliance with the requirements of Regulation No 13 shall be demonstrated in a vehicle test.

1.1.   Vehicle test

A vehicle which is representative of the type(s) for which the replacement brake lining assembly approval is required shall be equipped with the replacement brake lining assemblies of the type for which approval is requested and instrumented for brake testing as required by Regulation No 13. The vehicle shall be fully laden. Brake linings submitted for test shall be fitted to the relevant brakes and, shall not be burnished.

1.2.   The parking braking system of the vehicle shall be tested according to all relevant requirements in Regulation No 13, Annex 4, paragraph 2.3.

ANNEX 9

DETERMINATION OF FRICTION BEHAVIOUR BY MACHINE TESTING

1.   INTRODUCTION

1.1.   Samples of a replacement brake lining assembly type shall be tested on a machine capable of generating the test conditions and applying the test procedures described in this annex.

1.2.   Test results shall be evaluated to determine sample friction behaviour.

1.3.   The friction behaviour of samples shall be compared to assess conformity with the standard registered for a replacement brake lining assembly type.

2.   REPLACEMENT BRAKE LINING ASSEMBLIES FOR VEHICLES OF CATEGORIES M1, M2, N1, O1, O2, AND L

2.1.   Equipment

2.1.1.   The machine shall be designed to accept and operate a full size brake similar to those fitted to the vehicle axle used for approval testing to paragraph 5 of this Regulation.

2.1.2.   The disc or drum rotational speed shall be 660 ± 10 1/min. (1) without load and shall not fall below 600 1/min on full load.

2.1.3.   The test cycles and brake applications during the cycles to be adjustable and automatic.

2.1.4.   Output torque or brake pressure (constant torque method) and working surface temperature shall be recorded.

2.1.5.   Provisions shall be made to direct cooling air across the brake at a rate of 600 ± 60 m3/h.

2.2.   Test procedure

2.2.1.   Sample preparation

The manufacturer’s bedding schedule shall ensure a minimum of 80 per cent surface contact area for pad assemblies without exceeding a surface temperature of 300 °C and 70 per cent surface contact area for the leading shoe assemblies without exceeding a surface temperature of 200 °C.

2.2.2.   Test schedule

The test schedule comprises a number of consecutive braking cycles each containing X braking intervals of 5 seconds brake applied followed by 10 seconds brake released.

The following two methods may be used alternatively:

2.2.2.1.   Test schedule with constant pressure

2.2.2.1.1.   Pad assemblies

The hydraulic pressure p under the piston(s) of the calliper shall be constant following the formula:

Md	=	150 Nm for Ak ≤ 18,1 cm2
Md	=	300 Nm for Ak > 18,1 cm2
Ak	=	area of calliper piston(s)
rw	=	effective radius of disc

No of cycle	Number of brake Applications X	Initial brake rotor temperature (°C)	Max. brake rotor temperature (°C)	Forced cooling
1	1 × 10	≤ 60	open	no
2-6	5 × 10	100	open (350) (2)	no
7	1 × 10	100	open	yes

2.2.2.1.2.   Shoe assemblies

The mean contact pressure at the brake lining working surface shall be constant at 22 ± 6 N/cm2 calculated for a static brake without self-energizing.

No of cycle	Number of brake applications X	Initial brake rotor temperature (°C)	Max. brake rotor temperature (°C)	Forced cooling
1	1 × 10	≤ 60	200	yes
2	1 × 10	100	open	no
3	1 × 10	100	200	yes
4	1 × 10	100	open	no

2.2.2.2.   Test schedule with constant torque

This method applies only for pad assemblies. The brake torque shall be constant within a tolerance of ± 5 per cent and adjusted to guarantee the maximum brake rotor temperatures given in the table below.

No of cycle	Number of brake Applications X	Initial brake rotor temperature (°C)	Max. brake rotor temperature (°C)	Forced cooling
1	1 × 5	≤ 60	300-350 (200-250) (3)	no
2-4	3 × 5	100	300-350 (200-250)	no
5	1 × 10	100	500-600 (300-350)	no
6-9	4 × 5	100	300-350 (200-250)	no
10	1 × 10	100	500-600 (300-350)	no
11-13	3 × 5	100	300-350 (200-250)	no
14	1 × 5	≤ 60	300-350 (200-250)	no

2.3.   Evaluation of test results

Friction behaviour is determined from the brake torque noted at selected points in a test schedule. Where brake factor is constant, e.g. a disc brake, brake torque may be translated to coefficient of friction.

2.3.1.   Pad assemblies

2.3.1.1.   The operational coefficient of friction (μop) is the mean of the values recorded during cycles two to seven (constant pressure method) or during cycles 2-4, 6-9 and 11-13 (constant torque method); measurement being made one second after commencing the first brake application of each cycle.

2.3.1.2.   The maximum coefficient of friction (μmax) is the highest value recorded during all cycles.

2.3.1.3.   The minimum coefficient of friction (μmin) is the lowest value recorded during all cycles.

2.3.2.   Shoe assemblies

2.3.2.1.   The mean torque (Mmean) is the average of the maximum and minimum values of brake torque recorded during the fifth brake application of cycles one and three.

2.3.2.2.   The hot torque (Mhot) is the minimum brake torque developed during cycles two and four. If the temperature exceeds 300 °C during these cycles the value at 300 °C is to be taken as Mhot.

2.4.   Acceptance criteria

2.4.1.   With each application for approval of a brake lining assembly type there shall be submitted:

2.4.1.1.

for pad assemblies, values for μop, μmin, μmax.

2.4.1.2.

for shoe assemblies, values for Mmean and Mhot.

2.4.2.   During production of an approved brake lining assembly type, test samples must demonstrate compliance with the values registered under paragraph 2.4.1 of this annex with the following tolerances:

2.4.2.1.

for disc brake pads:   μop ± 15 per cent of registered value   μmin ≥ registered value   μmax ≤ registered value

2.4.2.2.

for simplex drum brake linings:   Mmean ± 20 per cent of registered value   Mhot ≥ registered value.

3.   BRAKE LINING ASSEMBLIES AND DRUM BRAKE LININGS FOR VEHICLES OF CATEGORIES M3, N2, N3, O3, AND O4

3.1.   Equipment

3.1.1.   The machine shall be equipped with a disc brake of the fixed calliper type with a cylinder diameter of 60 mm and a solid (not ventilated) disc having a diameter of 278 ± 2 mm and a thickness of 12 mm ± 0,5 mm. A rectangular piece of the friction material with an area of 44 cm2 ± 0,5 cm2 and a thickness of at least 6 mm shall be attached to the backing plate.

3.1.2.   The disc rotational speed shall be 660 ± 10 1/min without load and shall not fall below 600 1/min. on full load.

3.1.3.   The mean contact pressure at the brake lining working surface shall be constant at 75 N/cm2 ± 10 N/cm2.

3.1.4.   The test cycles and brake applications during the cycles to be adjustable and automatic.

3.1.5.   Output torque and working surface temperature shall be recorded.

3.1.6.   Provisions shall be made to direct cooling air across the brake at a rate of 600 ± 60 m3/h.

3.2.   Test procedure

3.2.1.   Sample preparation

The manufacturer’s bedding procedure shall ensure a minimum of 80 per cent surface contact area without exceeding a surface temperature of 200 °C.

3.2.2.   Test schedule

The test procedure comprises a number of consecutive braking cycles each containing a number of X braking intervals of 5 seconds brake applied followed by 10 seconds brake released.

No of cycle	Number of brake Applications X	Initial brake rotor temperature (°C)	Forced cooling
1	5	100	yes
2	5	increasing ≤ 200	no
3	5	200	no
4	5	increasing ≤ 300	no
5	5	300	no
6	3	250	yes
7	3	200	yes
8	3	150	yes
9	10	100	yes
10	5	increasing ≤ 300	no
11	5	300	no

3.3.   Evaluation of test results

Friction behaviour is determined from the brake torque noted in selected cycles of the test schedule. Brake torque shall be translated to coefficient of friction μ.

The μ-value of each brake application shall be determined as the mean value of the 5 seconds brake applied.

3.3.1.   The operational coefficient of friction μop1 is the mean value of μ recorded for the brake applications in cycles 1 and μop2 is the mean value of μ recorded for the brake applications in cycle 9.

3.3.2.   The maximum coefficient of friction μmax is the highest value of μ recorded in an application during cycles 1 to 11 inclusive.

3.3.3.   The minimum coefficient of friction μmin is the lowest value of μ recorded in an application during cycles 1 to 11 inclusive.

3.4.   Acceptance criteria

3.4.1.   With each application for approval of a replacement brake lining assembly type or a replacement drum brake lining type, there shall be submitted values for μop1, μop2, μmin and μmax.

3.4.2.   During production of an approved replacement brake lining assembly type or replacement drum brake lining type, test samples must demonstrate compliance with the values registered under paragraph 3.4.1 of this annex within the following tolerances:

μop1, μop2 ± 15 per cent of the registered value

μmin ≥ registered value

μmax ≤ registered value.

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(1)  In the case of vehicles of categories L1 and L2, a lower test speed may be used.

(2)  In the case of vehicles of category L, the temperature shall be limited to 350 °C. If necessary, the number of applications per cycle must be reduced accordingly. However, in this case, the number of cycles shall be increased to keep the total number of applications constant.

(3)  Values in brackets for vehicles of category L.

ANNEX 1

COMMUNICATION

(maximum format: A4 (210 × 297 mm))

Text of image

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ANNEX 2

ARRANGEMENTS OF THE APPROVAL MARK

MODEL A

(See paragraph 4.4 of this Regulation)

MODEL B

(See paragraph 4.5 of this Regulation)

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(1)  The latter number is given only as an example.

ANNEX 3

TEST PROCEDURE

1.   INSTALLATION AND PREPARATION OF THE VEHICLE

1.1.   Testing ground

The test area shall be large enough to accommodate the run-up track, barrier and technical installations necessary for the test. The last part of the track, for at least 5 m before the barrier, shall be horizontal, flat and smooth.

1.2.   Barrier

The front face of the barrier consists of a deformable structure as defined in Annex 9 of this Regulation. The front face of the deformable structure is perpendicular within ± 1° to the direction of travel of the test vehicle. The barrier is secured to a mass of not less than 7 × 104, the front face of which is vertical within ± 1°. The mass is anchored in the ground or placed on the ground with, if necessary, additional arresting devices to restrict its movement.

1.3.   Orientation of the barrier

The orientation of the barrier is such that the first contact of the vehicle with the barrier is on the steering-column side. Where there is a choice between carrying out the test with a right-hand or left-hand drive vehicle, the test shall be carried out with the less favourable hand of drive as determined by the technical service responsible for the tests.

1.3.1.   Alignment of the vehicle to the barrier

The vehicle shall overlap the barrier face by 40 per cent ± 20 mm.

1.4.   State of vehicle

1.4.1.   General specification

The test vehicle shall be representative of the series production, shall include all the equipment normally fitted and shall be in normal running order. Some components may be replaced by equivalent masses where this substitution clearly has no noticeable effect on the results measured under paragraph 6.

1.4.2.   Mass of vehicle

1.4.2.1.   For the test, the mass of the vehicle submitted shall be the unladen kerb mass;

1.4.2.2.   The fuel tank shall be filled with water to mass equal to 90 per cent of the mass of a full as specified by the manufacturer with a tolerance of ± 1 per cent;

1.4.2.3.   All the other systems (brake, cooling, etc.) may be empty in this case, the mass of the liquids shall be carefully compensated;

1.4.2.4.   If the mass of the measuring apparatus on board the vehicle exceeds the 25 kg allowed, it may be compensated by reductions which have no noticeable effect on the results measured under paragraph 6 below;

1.4.2.5.   The mass of the measuring apparatus shall not change each axle reference load by more than 5 %, each variation not exceeding 20 kg.

1.4.2.6.   The mass of the vehicle resulting from the provisions of paragraph 1.4.2.1 above shall be indicated in the report.

1.4.3.   Passenger compartment adjustments

1.4.3.1.   Position of steering wheel

The steering wheel, if adjustable, shall be placed in the normal position indicated by the manufacturer or, failing that, midway between the limits of its range(s) of adjustment. At the end of propelled travel, the steering wheel shall be left free, with its spokes in the position which according to the manufacturer corresponds to straight-ahead travel of the vehicle.

1.4.3.2.   Glazing

The movable glazing of the vehicle shall be in the closed position. For test measurement purposes and in agreement with the manufacturer, it may be lowered, provided that the position of the operating handle corresponds to the closed position.

1.4.3.3.   Gear-change lever

The gear-change lever shall be in the neutral position.

1.4.3.4.   Pedals

The pedals shall be in their normal position of rest. If adjustable, they shall be set in their mid position unless another position is specified by the manufacturer.

1.4.3.5.   Doors

The doors shall be closed but not locked.

1.4.3.6.   Opening roof

If an opening or removable roof is fitted, it shall be in place and in the closed position. For test measurement purposes and in agreement with the manufacturer, it may be open.

1.4.3.7.   Sun-visor

The sun-visors shall be in the stowed position.

1.4.3.8.   Rear-view mirror

The interior rear-view mirror shall be in the normal position of use.

1.4.3.9.   Arm-rests

Arm-rests at the front and rear, if movable, shall be in the lowered position, unless this is prevented by the position of the dummies in the vehicles.

1.4.3.10.   Head restraints

Head restraints adjustable for height shall be in their uppermost position.

1.4.3.11.   Seats

1.4.3.11.1.   Position of front seats

Seats adjustable longitudinally shall be placed so that their ‘H’ point, determined in accordance with the procedure set out in Annex 6 is in the middle position of travel or in the nearest locking position thereto, and at the height position defined by the manufacturer (if independently adjustable for height). In the case of a bench seat, the reference shall be to the ‘H’ point of the driver's place.

1.4.3.11.2.   Position of the front seat-backs

If adjustable, the seat-backs shall be adjusted so that the resulting inclination of the torso of the dummy is as close as possible to that recommended by the manufacturer for normal use or, in the absence of any particular recommendation by the manufacturer, to 25° towards the rear from the vertical.

1.4.3.11.3.   Rear seats

If adjustable, the rear seats or rear bench seats shall be placed in the rearmost position.

2.   DUMMIES

2.1.   Front seats

2.1.1.   A dummy corresponding to the specifications for HYBRID III (1) fitted with a 45° ankle and meeting the specifications for its adjustment shall be installed in each of the front outboard seats in accordance with the conditions set out in Annex 5. The ankle of the dummy shall be certified in accordance with the procedures in Annex 10.

2.1.2.   The car will be tested with restraint systems, as provided by the manufacturer.

3.   PROPULSION AND COURSE OF VEHICLE

3.1.   The vehicle shall be propelled either by its own engine or by any other propelling device.

3.2.   At the moment of impact the vehicle shall no longer be subject to the action of any additional steering or propelling device.

3.3.   The course of the vehicle shall be such that it satisfies the requirements of paragraphs 1.2 and 1.3.1.

4.   TEST SPEED

Vehicle speed at the moment of impact shall be 56 – 0, + 1 km/h. However, if the test was performed at a higher impact speed and the vehicle met the requirements, the test shall be considered satisfactory.

5.   MEASUREMENTS TO BE MADE ON DUMMY IN FRONT SEATS

5.1.   All the measurements necessary for the verification of the performance criteria shall be made with measurement systems corresponding to the specifications of Annex 8.

5.2.   The different parameters shall be recorded through independent data channels of the following CFC (Channel Frequency Class):

5.2.1.   Measurements in the head of the dummy

The acceleration (a) referring to the centre of gravity is calculated from the triaxial components of the acceleration measured with a CFC of 1 000.

5.2.2.   Measurements in the neck of the dummy

5.2.2.1.   The axial tensile force and the fore/aft shear force at the neck/head interface are measured with a CFC of 1 000.

5.2.2.2.   The bending moment about a lateral axis at the neck/head interface are measured with a CFC of 600.

5.2.3.   Measurements in the thorax of the dummy

The chest deflection between the sternum and the spine is measured with a CFC of 180.

5.2.4.   Measurements in the femur and tibia of the dummy

5.2.4.1.   The axial compressive force and the bending moments are measured with a CFC of 600.

5.2.4.2.   The displacement of the tibia with respect to the femur is measured at the knee sliding joint with a CFC of 180.

6.   MEASUREMENTS TO BE MADE ON THE VEHICLE

6.1.   To enable the simplified test described in Annex 7 to be carried out, the deceleration time history of the structure shall be determined on the basis of the value of the longitudinal accelerometers at the base of the ‘B’ pillar on the struck side of the vehicle with a CFC of 180 by means of data channels corresponding to the requirements set out in Annex 8;

6.2.   The speed time history which will be used in the test procedure described in Annex 7 shall be obtained from the longitudinal accelerometer at the ‘B’ pillar on the struck side.

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(1)  The technical specifications and detailed drawings of Hybrid III, corresponding to the principal dimensions of a fiftieth percentile male of the United States of America, and the specifications for its adjustment for this test are deposited with the Secretary-General of the United Nations and may be consulted on request at the secretariat of the Economic Commission for Europe, Palais des Nations, Geneva, Switzerland.

ANNEX 4

DETERMINATION OF PERFORMANCE CRITERIA

1.   HEAD PERFORMANCE CRITERION (HPC) AND 3 ms HEAD ACCELERATION

1.1.

The head performance criterion (HPC) is considered to be satisfied when, during the test, there is no contact between the head and any vehicle component.

1.2.

If, during the test, there is contact between the head and any vehicle component, a calculation of HPC is made, on the basis of the acceleration (a), measured according to paragraph 5.2.1 of annex 3, by the following expression: in which: 1.2.1. the term ‘a’ is the resultant acceleration measured according to paragraph 5.2.1 of annex 3 and is measured in units of gravity, g (1 g = 9,81 m/s2); 1.2.2. if the beginning of the head contact can be determined satisfactorily, t1 and t2 are the two time instants, expressed in seconds, defining an interval between the beginning of the head contact and the end of the recording for which the value of HPC is maximum; 1.2.3. if the beginning of the head contact cannot be determined, t1 and t2 are the two time instants, expressed in seconds, defining a time interval between the beginning and the end of the recording for which the value of HPC is maximum. 1.2.4. Values of HPC for which the time interval (t1 – t2) is greater than 36 ms are ignored for the purposes of calculating the maximum value.

1.3.

The value of the resultant head acceleration during forward impact which is exceeded for 3 ms cumulatively is calculated from the resultant head acceleration measured according to paragraph 5.2.1 of annex 3.

2.   NECK INJURY CRITERIA (NIC)

2.1.

These criteria are determined by the compressive axial force, the axial tensile force and the fore/aft shear forces at the head/neck interface, expressed in kN and measured according to paragraph 5.2.2 of annex 3 and by the duration of these forces expressed in ms.

2.2.

The neck bending moment criterion is determined by the bending moment, expressed in Nm, about a lateral axis at the head/neck interface and measured according to paragraph 5.2.2 of annex 3.

2.3.

The neck flexion bending moment, expressed in Nm, shall be recorded.

3.   THORAX COMPRESSION CRITERION (ThCC) AND VISCOUS CRITERION (V * C)

3.1.

The thorax compression criterion is determined by the absolute value of the thorax deformation, expressed in mm and measured according to paragraph 5.2.3 of annex 3.

3.2.

The viscous criterion (V * C) is calculated as the instantaneous product of the compression and the rate of deflection of the sternum, measured according to paragraph 6 and also paragraph 5.2.3 of annex 3.

4.   FEMUR FORCE CRITERION (FFC)

4.1.

This criterion is determined by the compression load expressed in kN, transmitted axially on each femur of the dummy and measured according to paragraph 5.2.4 of annex 3 and by the duration of the compressive load expressed in ms.

5.   TIBIA COMPRESSIVE FORCE CRITERION (TCFC) AND TIBIA INDEX (TI)

5.1.

The tibia compressive force criterion is determined by the compressive load (FZ) expressed in kN, transmitted axially on each tibia of the dummy and measured according to paragraph 5.2.4 of annex 3.

5.2.

The tibia index is calculated on the basis of the bending moments (Mx and My) measured according to paragraph 5.1 by the following expression: where: Mx = bending moment about the x axis My = bending moment about the y axis (MC)R = critical bending moment and shall be taken to be 225 Nm FZ = compressive axial force in the z direction (FC)Z = critical compressive force in the z direction and shall be taken to be 35,9 kN and The tibia index is calculated for the top and the bottom of each tibia; however, Fz may be measured at either location. The value obtained is used for the top and bottom TI calculations. Moments Mx and My are both measured separately at both locations.

6.   PROCEDURE FOR CALCULATING THE VISCOUS CRITERIA (V * C) FOR HYBRID III DUMMY

6.1.

The viscous criterion is calculated as the instantaneous product of the compression and the rate of deflection of the sternum. Both are derived from the measurement of sternum deflection.

6.2.

The sternum deflection response is filtered once at CFC 180. The compression at time t is calculated from this filtered signal as: The sternum deflection velocity at time t is calculated from the filtered deflection as: where D(t) is the deflection at time t in metres and δt is the time interval in seconds between the measurements of deflection. The maximum value of δt shall be 1,25 × 10-4 seconds. This calculation procedure is shown diagrammatically below: Measured Deflection D(t) ЕК Filter at CFC 180 Calculate deflection velocity V(t) Calculate compression C(t) Calculate viscous criterion at time t (V*C)(t) = 1,3 × (V(t) × C(t)) Determine the maximum value of (V*C)(MAX) = max [(V*C)(t)]

ANNEX 5

Arrangement and installation of dummies and adjustment of restraint systems

1.   ARRANGEMENT OF DUMMIES

1.1.   Separate seats

The plane of symmetry of the dummy shall coincide with the vertical median plane of the seat.

1.2.   Front bench seat

1.2.1.   Driver

The plane of symmetry of the dummy shall lie in the vertical plane passing through the steering wheel centre and parallel to the longitudinal median plane of the vehicle. If the seating position is determined by the shape of the bench, such seat shall be regarded as a separate seat.

1.2.2.   Outer passenger

The plane of symmetry of the dummy shall be symmetrical with that of the driver dummy relative to the longitudinal median plane of the vehicle. If the seating position is determined by the shape of the bench, such seat shall be regarded as a separate seat.

1.3.   Bench seat for front passengers (not including driver)

The planes of symmetry of the dummy shall coincide with the median planes of the seating positions defined by the manufacturer.

2.   INSTALLATION OF DUMMIES

2.1.   Head

The transverse instrumentation platform of the head shall be horizontal within 2,5 ° degree. To level the head of the test dummy in vehicles with upright seats with non-adjustable backs, the following sequences must be followed. First adjust the position of the ‘H’ point within the limits set forth in paragraph 2.4.3.1 below to level the transverse instrumentation platform of the head of the test dummy. If the transverse instrumentation platform of the head is still not level, then adjust the pelvic angle of the test dummy within the limits provided in paragraph 2.4.3.2 below. If the transverse instrumentation platform of the head is still not level, then adjust the neck bracket of the test dummy the minimum amount necessary to ensure that the transverse instrumentation platform of the head is horizontal within 2,5 °.

2.2.   Arms

2.2.1.   The driver's upper arms shall be adjacent to the torso with the centrelines as close to a vertical plane as possible.

2.2.2.   The passenger's upper arms shall be in contact with the seat back and the sides of the torso.

2.3.   Hands

2.3.1.   The palms of the driver test dummy shall be in contact with the outer part of the steering wheel rim at the rim's horizontal centreline. The thumbs shall be over the steering wheel rim and shall be lightly taped to the steering wheel rim so that if the hand of the test dummy is pushed upward by a force of not less than 9 N and not more than 22 N, the tape shall release the hand from the steering wheel rim.

2.3.2.   The palms of the passenger test dummy shall be in contact with outside of thigh. The little finger shall be in contact with the seat cushion.

2.4.   Torso

2.4.1.   In vehicles equipped with bench seats, the upper torso of the driver and passenger test dummies shall rest against the seat back. The mid-sagittal plane of the driver dummy shall be vertical and parallel to the vehicle's longitudinal centreline, and pass through the centre of the steering wheel rim. The mid-sagittal plane of the passenger dummy shall be vertical and parallel to the vehicle's longitudinal centreline and the same distance from the vehicle's longitudinal centreline as the mid-sagittal plane of the driver dummy.

2.4.2.   In vehicles equipped with individual seat(s), the upper torso of the driver and passenger test dummies shall rest against the seat back. The mid-sagittal plane of the driver and the passenger dummy shall be vertical and shall coincide with the longitudinal centreline of the individual seat(s).

2.4.3.   Lower torso

2.4.3.1.   ‘H’ point

The ‘H’ point of the driver and passenger test dummies shall coincide within 13 mm in the vertical dimension and 13 mm in the horizontal dimension, with a point 6 mm below the position of the ‘H’ point determined using the procedure described in annex 6 except that the length of the lower leg and thigh segments of the ‘H’ point machine shall be adjusted to 414 and 401 mm, instead of 417 and 432 mm respectively.

2.4.3.2.   Pelvic angle

As determined using the pelvic angle gauge (GM) drawing 78051-532 incorporated by reference in Part 572 which is inserted into the ‘H’ point gauging hole of the dummy, the angle measured from the horizontal on the 76,2 mm flat surface of the gauge shall be 22 1/2 degrees plus or minus 2 1/2 degrees.

2.5.   Legs

The upper legs of the driver and passenger test dummies shall rest against the seat cushion to the extent permitted by placement of the feet. The initial distance between the outboard knee clevis flange surface shall be 270 mm ± 10 mm. To the extent practicable, the left leg of the driver dummy and both legs of the passenger dummy shall be in vertical longitudinal planes. To the extent practicable, the right leg of the driver dummy shall be in a vertical plane. Final adjustment to accommodate placement of feet in accordance with paragraph 2.6 for various passenger compartment configurations is permitted.

2.6.   Feet

2.6.1.   The right foot of the driver test dummy shall rest on the undepressed accelerator with the rearmost point of the heel on the floor surface in the plane of the pedal. If the foot cannot be placed on the accelerator pedal, it shall be positioned perpendicular to the tibia and placed as far forward as possible in the direction of the centreline of the pedal with the rearmost point of the heel resting on the floor surface. The heel of the left foot shall be placed as far forward as possible and shall rest on the floor pan. The left foot shall be positioned as flat as possible on the toeboard. The longitudinal centreline of the left foot shall be placed as parallel as possible to the longitudinal centreline of the vehicle.

2.6.2.   The heels of both feet of the passenger test dummy shall be placed as far forward as possible and shall rest on the floor pan. Both feet shall be positioned as flat as possible on the toeboard. The longitudinal centreline of the feet shall be placed as parallel as possible to the longitudinal centreline of the vehicle.

2.7.   The measuring instruments installed shall not in any way affect the movement of the dummy during impact.

2.8.   The temperature of the dummies and the system of measuring instruments shall be stabilized before the test and maintained so far as possible within a range between 19 °C and 22 °C.

2.9.   Dummy clothing

2.9.1.   The instrumented dummies will be clothed in formfitting cotton stretch garments with short sleeves and mid-calf length trousers specified in FMVSS 208, drawings 78051-292 and 293 or their equivalent.

2.9.2.   A size 11XW shoe, which meets the configuration size, sole and heel thickness specifications of the US military standard MIL S 13192, revision P and whose weight is 0,57-0,1 kg, shall be placed and fastened on each foot of the test dummies.

3.   ADJUSTMENT OF RESTRAINT SYSTEM

With the test dummy at its designated seating position as specified by the appropriate requirements of paragraphs 2.1 through 2.6, place the belt around the test dummy and fasten the latch. Remove all slack from the lap belt. Pull the upper torso webbing out of the retractor and allow it to retract. Repeat this operation four times. Apply a 9 to 18 N tension load to the lap belt. If the belt system is equipped with a tension-relieving device, introduce the maximum amount of slack into the upper torso belt that is recommended by the manufacturer for normal use in the owner's manual for the vehicle. If the belt system is not equipped with a tension-relieving device, allow the excess webbing in the shoulder belt to be retracted by the retractive force of the retractor.

ANNEX 6

Procedure for determining the ‘H’ point and the actual torso angle for seating positions in motor vehicles

1.   PURPOSE

The procedure described in this annex is used to establish the ‘H’ point location and the actual torso angle for one or several seating positions in a motor vehicle and to verify the relationship of measured data to design specifications given by the vehicle manufacturer (1).

2.   DEFINITIONS

For the purposes of this annex:

2.1.	‘Reference data’ means one or several of the following characteristics of a seating position: 2.1.1. the ‘H’ point and the ‘R’ point and their relationship, 2.1.2. the actual torso angle and the design torso angle and their relationship.

2.2.	‘Three-dimensional “H” point machine’ (3-D H machine) means the device used for the determination of ‘H’ points and actual torso angles. This device is described in appendix 1 to this annex;

2.3.

‘ “H” point’ means the pivot centre of the torso and the thigh of the 3-D H machine installed in the vehicle seat in accordance with paragraph 4 below. The ‘H’ point is located in the centre of the centreline of the device which is between the ‘H’ point sight buttons on either side of the 3-D H machine. The ‘H’ point corresponds theoretically to the ‘R’ point (for tolerances see paragraph 3.2.2 below). Once determined in accordance with the procedure described in paragraph 4, the ‘H’ point is considered fixed in relation to the seat-cushion structure and to move with it when the seat is adjusted;

2.4.	‘ “R” point’ or ‘seating reference point’ means a design point defined by the vehicle manufacturer for each seating position and established with respect to the three-dimensional reference system;

2.5.	‘Torso-line’ means the centreline of the probe of the 3-D H machine with the probe in the fully rearward position;

2.6.	‘Actual torso angle’ means the angle measured between a vertical line through the ‘H’ point and the torso line using the back angle quadrant on the 3-D H machine. The actual torso angle corresponds theoretically to the design torso angle (for tolerances see paragraph 3.2.2 below):

2.7.	‘Design torso angle’ means the angle measures between a vertical line through the ‘R’ point and the torso line in a position which corresponds to the design position of the seat-back established by the vehicle manufacturer;

2.8.

‘Centreplane of occupant’ (C/LO) means the median plane of the 3-D H machine positioned in each designated seating position; it is represented by the co-ordinate of the ‘H’ point on the ‘Y’ axis. For individual seats, the centreplane of the seat coincides with the centreplane of the occupant. For other seats, the centreplane of the occupant is specified by the manufacturer;

2.9.	‘Three-dimensional reference system’ means a system as described in appendix 2 to this annex;

2.10.

‘Fiducial marks’ are physical points (holes, surfaces, marks or indentations) on the vehicle body as defined by the manufacturer;

2.11.

‘Vehicle measuring attitude’ means the position of the vehicle as defined by the co-ordinates of fiducial marks in the three-dimensional reference system.

3.   REQUIREMENTS

3.1.   Data presentation

For each seating position where reference data are required in order to demonstrate compliance with the provisions of the present Regulation, all or an appropriate selection of the following data shall be presented in the form indicated in appendix 3 to this annex:

3.1.1.

the co-ordinates of the ‘R’ point relative to the three-dimensional reference system;

3.1.2.

the design torso angle;

3.1.3.

all indications necessary to adjust the seat (if it is adjustable) to the measuring position set out in paragraph 4.3 below.

3.2.   Relationship between measured data and design specifications

3.2.1.

The co-ordinates of the ‘H’ point and the value of the actual torso angle obtained by the procedure set out in paragraph 4 below shall be compared, respectively, with the co-ordinates of the ‘R’ point and the value of the design torso angle indicated by the vehicle manufacturer.

3.2.2.

The relative positions of the ‘R’ point and the ‘H’ point and the relationship between the design torso angle and the actual torso angle shall be considered satisfactory for the seating position in question if the ‘H’ point, as defined by its co-ordinates, lies within a square of 50 mm side length with horizontal and vertical sides whose diagonals intersect at the ‘R’ point, and if the actual torso angle is within 5° of the design torso angle.

3.2.3.

If these conditions are met, the ‘R’ point and the design torso angle, shall be used to demonstrate compliance with the provisions of this Regulation.

3.2.4.

If the ‘H’ point or the actual torso angle does not satisfy the requirements of paragraph 3.2.2 above, the ‘H’ point and the actual torso angle shall be determined twice more (three times in all). If the results of two of these three operations satisfy the requirements, the conditions of paragraph 3.2.3 above shall apply.

3.2.5.

If the results of at least two of the three operations described in paragraph 3.2.4 above do not satisfy the requirements of paragraph 3.2.2 above, or if the verification cannot take place because the vehicle manufacturer has failed to supply information regarding the position of the ‘R’ point or regarding the design torso angle, the centroid of the three measured points or the average of the three measured angles shall be used and be regarded as applicable in all cases where the ‘R’ point or the design torso angle is referred to in this Regulation.

4.   PROCEDURE FOR ‘H’ POINT AND ACTUAL TORSO ANGLE DETERMINATION

4.1.   The vehicle shall be preconditioned at the manufacturer's discretion, at a temperature of 20 ± 10 °C to ensure that the seat material reached room temperature. If the seat to be checked has never been sat upon, a 70 to 80 kg person or device shall sit on the seat twice for one minute to flex the cushion and back. At the manufacturer's request, all seat assemblies shall remain unloaded for a minimum period of 30 min prior to installation of the 3-D H machine.

4.2.   The vehicle shall be at the measuring attitude defined in paragraph 2.11 above.

4.3.   The seat, if it is adjustable, shall be adjusted first to the rearmost normal driving or riding position, as indicated by the vehicle manufacturer, taking into consideration only the longitudinal adjustment of the seat, excluding seat travel used for purposes other than normal driving or riding positions. Where other modes of seat adjustment exist (vertical, angular, seat-back, etc.) these will then be adjusted to the position specified by the vehicle manufacturer. For suspension seats, the vertical position shall be rigidly fixed corresponding to a normal driving position as specified by the manufacturer.

4.4.   The area of the seating position contacted by the 3-D H machine shall be covered by a muslin cotton, of sufficient size and appropriate texture, described as a plain cotton fabric having 18,9 threads per cmÿ and weighing 0,228 kg/mÿ or knitted or non-woven fabric having equivalent characteristics. If the test is run on a seat outside the vehicle, the floor on which the seat is placed shall have the same essential characteristics (2) as the floor of the vehicle in which the seat is intended to be used.

4.5.   Place the seat and back assembly of the 3-D H machine so that the centreplane of the occupant (C/LO) coincides with the centreplane of the 3-D H machine. At the manufacturer's request, the 3-D H machine may be moved inboard with respect to the C/LO if the 3-D H machine is located so far outboard that the seat edge will not permit levelling of the 3-D H machine.

4.6.   Attach the foot and lower leg assemblies to the seat pan assembly, either individually or by using the T-bar and lower leg assembly. A line through the ‘H’ point sight buttons shall be parallel to the ground and perpendicular to the longitudinal centreplane of the seat.

4.7.   Adjust the feet and leg positions of the 3-D H machine as follows:

4.7.1.

Designated seating position: driver and outside front passenger 4.7.1.1. Both feet and leg assemblies shall be moved forward in such a way that the feet take up natural positions on the floor, between the operating pedals if necessary. Where possible the left foot shall be located approximately the same distance to the left of the centreplane of the 3-D H machine as the right foot is to the right. The spirit level verifying the transverse orientation of the 3-D H machine is brought to the horizontal by readjustment of the seat pan if necessary, or by adjusting the leg and foot assemblies towards the rear. The line passing through the ‘H’ point sight buttons shall be maintained perpendicular to the longitudinal centreplane of the seat. 4.7.1.2. If the left leg cannot be kept parallel to the right leg and the left foot cannot be supported by the structure, move the left foot until it is supported. The alignment of the sight buttons shall be maintained.

4.7.2.

Designated seating position: outboard rear For rear seats or auxiliary seats, the legs are located as specified by the manufacturer. If the feet then rest on parts of the floor which are at different levels, the foot which first comes into contact with the front seat shall serve as a reference and the other foot shall be so arranged that the spirit level giving the transverse orientation of the seat of the device indicates the horizontal.

4.7.3.

Other designated seating positions: The general procedure indicated in paragraph 4.7.1 above shall be followed except that the feet shall be placed as specified by the vehicle manufacturer.

4.8.   Apply lower leg and thigh weights and level the 3-D H machine.

4.9.   Tilt the back pan forward against the forward stop and draw the 3-D H machine away from the seat-back using the T-bar. Reposition the 3-D H machine on the seat by one of the following methods:

4.9.1.

If the 3-D H machine tends to slide rearward, use the following procedure. Allow the 3-D H machine to slide rearward until a forward horizontal restraining load on the T-bar is no longer required i.e. until the seat pan contacts the seat-back. If necessary, reposition the lower leg.

4.9.2.

If the 3-D H machine does not tend to slide rearward, use the following procedure. Slide the 3-D H machine rearwards by applying a horizontal rearward load to the T-bar until the seat pan contacts the seat-back (see figure 2 of appendix 1 to this annex).

4.10.   Apply a 100 ± 10 N load to the back and pan assembly of the 3-D H machine at the intersection of the hip angle quadrant and the T-bar housing. The direction of load application shall be maintained along a line passing by the above intersection to a point just above the thigh bar housing (see figure 2 of appendix 1 to this annex). Then carefully return the back pan to the seat-back. Care must be exercised throughout the remainder of the procedure to prevent the 3-D H machine from sliding forward.

4.11.   Install the right and left buttock weights and then, alternately, the eight torso weights. Maintain the 3-D H machine level.

4.12.   Tilt the back pan forward to release the tension on the seat-back. Rock the 3-D H machine from side to side through a 10° arc (5° to each side of the vertical centreplane) for three complete cycles to release any accumulated friction between the 3-D H machine and the seat.

During the rocking action, the T-bar of the 3-D H machine may tend to diverge from the specified horizontal and vertical alignment. The T-bar must therefore be restrained by applying an appropriate lateral load during the rocking motions. Care shall be exercised in holding the T-bar and rocking the 3-D H machine to ensure that no inadvertent exterior loads are applied in a vertical or fore and aft direction.

The feet of the 3-D H machine are not to be restrained or held during this step. If the feet change position, they should be allowed to remain in that attitude for the moment.

Carefully return the back pan to the seat-back and check the two spirits levels for zero position. If any movement of the feet has occurred during the rocking operation of the 3-D H machine, they must be repositioned as follows:

Alternately, lift each foot off the floor the minimum necessary amount until no additional foot movement is obtained. During this lifting, the feet are to be free to rotate; and no forward or lateral loads are to be applied. When each foot is placed back in the down position, the heel is to be in contact with the structure designed for this.

Check the lateral spirit level for zero position; if necessary, apply a lateral load to the top of the back pan sufficient to level the 3-D H machine's seat pan on the seat.

4.13.   Holding the T-bar to prevent the 3-D H machine from sliding forward on the seat cushion, proceed as follows:

(a)	return the back pan to the seat-back;

(b)

alternately apply and release a horizontal rearward load, not to exceed 25 N, to the back angle bar at a height approximately at the centre of the torso weights until the hip angle quadrant indicates that a stable position has been reached after load release. Care shall be exercised to ensure that no exterior downward or lateral loads are applied to the 3-D H machine. If another level adjustment of the 3-D H machine is necessary, rotate the back pan forward, re-level, and repeat the procedure from paragraph 4.12.

4.14.   Take all measurements:

4.14.1.

The co-ordinates of the ‘H’ point are measured with respect to the three-dimensional reference system.

4.14.2.

The actual torso angle is read at the back angle quadrant of the 3-D H machine with the probe in its fully rearward position.

4.15.   If a re-run of the installation of the 3-D H machine is desired, the seat assembly should remain unloaded for a minimum period of 30 min prior to the re-run. The 3-D H machine should not be left loaded on the seat assembly longer than the time required to perform the test.

4.16.   If the seats in the same row can be regarded as similar (bench seat, identical seats, etc.) only one ‘H’ point and one ‘actual torso angle’ shall be determined for each row of seats, the 3-D H machine described in appendix 1 to this annex being seated in a place regarded as representative for the row. This place shall be:

4.16.1.

in the case of the front row, the driver's seat;

4.16.2.

in the case of the rear row or rows, an outer seat.

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(1)  In any seating position other than front seats where the ‘H’ point cannot be determined using the ‘Three-dimensional “H” point machine’ or procedures, the ‘R’ point indicated by the manufacturer may be taken as a reference at the discretion of the competent authority.

(2)  Tilt angle, height difference with a seat mounting, surface texture, etc.