ECE R13H PDF

and share experiences on ECE Regulation implementation with a continuing support from many Meeting on UN/ECE R13H, Braking for Passenger Vehicles . Regulation No H of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of passenger cars. ECE Regulation 90 (abbreviated “ECE R90”) is an ECE Regulation specifying design, construction, and performance requirements and test protocols for.

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Date of entry into f13h In the case of a vehicle complying with the Electronic Stability Control and Brake Assist System requirements of Annex 9 to this Regulation, the additional letters “ESC” shall be placed immediately r133h the right of the letter ‘R’ mentioned in paragraph 4.

Subject to the requirements of paragraphs As ecf 1 NovemberContracting Parties r133h this Regulation may refuse to grant national or regional type approval if the vehicle type does not meet the requirements of this Regulation as amended by Supplement 9 and is not fitted with an Electronic Stability Control System and a Brake Assist System, both meeting the requirements of Annex 9 to this Regulation.

As from the official date of entry into force of Supplement 9 to the original version of this Regulation, Contracting Parties applying this Regulation: The vehicle is equipped …. The ESC system has been tested according to and fulfils the requirements of Annex For category B systems, define the brake pedal speed which must be achieved in order to activate the Brake Assist System e.

For category C systems, define the input variables affecting the decision to activate the Brake Assist System, the relationship between them and the pedal application required to activate the Brake Assist System for the tests described in Part B of Annex 9.

The requirement of paragraph 3. The manufacturer … would meet paragraphs 3. In addition to the requirements of this annex, Brake Assist Systems shall also be subject to any relevant requirements eec elsewhere within this Regulation.

ECE R13H 第1版 第4次修订_百度文库

General performance characteristics for category “A” BAS systems When an emergency condition has been sensed by a relative high pedal force, the additional pedal force to cause full cycling of the ABS shall be reduced compared to the pedal force required without the BAS system in operation. Compliance with this requirement is demonstrated if the provisions of paragraphs 3. General performance characteristics for category “B” and category “C” BAS systems When an emergency condition has been sensed, at least by a very fast application of the pedal, the BAS system shall raise the pressure to deliver the maximum achievable braking rate or cause full cycling of the ABS.

Compliance with this requirement is demonstrated if the provisions of paragraphs 4. Measuring equipment The variables listed in paragraph 2. Accuracy, operating ranges, filtering techniques, data processing and other requirements are described in ISO Standard Accuracy of pedal force and disc temperature measurements shall be as follows: Details on analogue and digital data processing of the BAS test procedures are described in Appendix 5 to this annex.

A sampling rate for data acquisition of at least Hz is required. Alternative measuring methods to those referred to in paragraph 2.

Ecf conditions Test vehicle loading condition: The vehicle shall be unladen. There may be, in addition to the driver, a second person on the front seat who is responsible for noting the results of the tests. Braking tests shall be carried out on a dry surface affording good adhesion.

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ECE Regulation 90

Test method The tests as described in paragraphs 3. The vehicle shall be driven at the test speed in a straight line. The average temperature of the brakes shall be r133h accordance with paragraph 1. For vehicles equipped with a brake system assisted by an energy source, the applied pedal force necessary depends on the energy sce that exists in the energy storage device.

Therefore, sufficient energy level shall be ensured at the beginning of the test. For activation of BAS Once an emergency braking condition has been detected, systems sensitive to pedal force shall show a significant increase in the ratio of: FT and aT are ecce force and threshold deceleration as shown in Figure 1. The values of FT and aT shall be supplied to the Technical Service at the time of submission of the type-approval application.

The value of aT shall be between 3. A straight line is drawn from the origin through the point FT, aT as shown fce Figure 1a. This shall be measured as the brake pedal force is increasing. The threshold pressure PT shall be stated by the manufacturer and correspond to a deceleration in the range of 2.

Figure 1b shall be constructed in the manner set out in paragraph 3. Pedal force characteristic needed in order to achieve maximum deceleration with category “A” BAS 3. For activation of BAS The vehicle shall be driven in a straight line at the test speed specified in paragraph 2. The driver shall apply the brake pedal quickly according to Figure 2, simulating emergency braking so that BAS is activated and ABS is fully cycling.

In order to activate BAS the brake pedal shall be applied as specified by the car manufacturer. The manufacturer shall notify the Technical Service of the required brake pedal input at the time of submission of the application for type-approval.

It shall be demonstrated to the satisfaction of the Technical Service that the BAS activates under the conditions specified by the manufacturer in accordance with paragraph Example of test 2 of a category “B” BAS system 5.

– Transport – UNECE

The brake pedal force FABS is the minimum pedal force that has to be applied for a given vehicle in order to achieve maximum deceleration which indicates that ABS is fully cycling. The brake pedal shall be applied slowly without activating the BAS in the case of category B or category C systems providing a constant increase of deceleration until ABS is fully cycling Figure 3.

The full deceleration must be reached within the timeframe of 2. The example in Figure 3 has its origin at the time t0 crossing the aABS line at 2 seconds.

Once full deceleration has been achieved the pedal travel Sp shall not be decreased for at least 1 s. The measurement shall be within the corridor for variation of increase in deceleration see Figure 3.

Five tests meeting the requirements of paragraph 1. For each of these valid tests the vehicle deceleration shall be plotted as a function of the recorded brake pedal force.

The five individual “deceleration versus brake pedal force” curves are averaged by calculating the mean deceleration of the five individual “deceleration vs. The result is the mean deceleration versus brake pedal force curve, which will be referred to as the “maF curve” in this appendix.

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The maximum value for the vehicle deceleration is determined from the “maF curve” and is named as “amax”.

All values of the “maF curve” that are above 90 per cent of this deceleration value “amax” are averaged. This value of “a” is the deceleration “aABS” referred to in this annex. In order to execute the necessary filtering of signals, low-pass filters with order 4 or higher shall be employed. The width of the pass band from 0 Hz to frequency fo at -3 dB shall not be less than 30 Hz. All analogue signals shall be processed with filters having sufficiently similar phase characteristics to ensure that time delay differences due to filtering lie within the required accuracy ec time measurement.

During analogue filtering of signals with different frequency contents, phase shifts can occur. Therefore, a data processing method, as described in paragraph 2. Sampling and digitising considerations include pre-sampling amplification of signals to minimize digitising errors; number of bits per sample; number of samples per cycle; sample and hold amplifiers; and 1r3h spacing of samples.

Considerations for additional phaseless digital filtering include selection of r13hh bands and stop bands and the attenuation and allowable ripple in each; and correction eece filter phase lags. Aliasing errors In order to avoid uncorrectable aliasing errors, the analogue signals shall be appropriately filtered before sampling and digitising. The order of the filters used and their pass band shall be chosen according to both the required flatness in the relevant frequency range and the sampling rate.

The minimum filter characteristics and sampling rate shall be such that: For a Butterworth filter the attenuation is given by: Filter phase shifts and time delays for anti-aliasing filtering Excessive analogue filtering shall be avoided, and all filters shall have sufficiently similar phase characteristics r1h3 ensure that time delay differences are within the required accuracy for the time measurement.

Phase shifts are especially significant when measured variables are multiplied together to form new variables, because while amplitudes multiply, phase shifts and associated time delays add. Phase shifts and time delays are reduced by increasing fo. Whenever equations describing the pre-sampling filters are known, it is practical to remove their phase shifts and time delays by simple algorithms performed in the frequency domain. To limit dynamic errors caused by changing analogue inputs to 0.

All pairs or sets of data samples to be compared shall be taken simultaneously or over a sufficiently short time period. Anti-aliasing filters shall be of order 4 or higher and the relevant data range fmax shall be 0 Hz to 30 Hz.

For fourth order filters the pass-band frequency fo from 0 Hz to frequency fo shall be greater than 2. For fourth order filters the data sampling frequency fs shall be greater than