MITTEILUNG E - Haldex...ECE-Regulation No. 13 - Annex 19 - Appendix 8 as last amended by supplement 11 to the 11 series of amendments Content 0. General 2 1. Identification 2 2. System

Kraftfahrt-Bundesamt DE-24932 Flensburg

MITTEILUNG ausgestellt von: Kraftfahrt-Bundesamt über die Bestätigung eines Prüfprotokolls gemäß Anhang 19, Anlage 8 der ECE Regelung Nr. 13 für die Fahrzeugstabilisierungsfunktion COMMUNICATION issued by: Kraftfahrt-Bundesamt concerning a confirmation of a Test Report regarding Annex 19 Appendix 8 of ECE Regulation No. 13 for a vehicle stability function

Nummer der Bestätigung: 190219 Erweiterung Nr.: -- Confirmation No.: Extension No.: 1. Fabrikmarke (Handelsname des Herstellers):

Make (trade name of manufacturer): Haldex Brake Products Ltd.

2. Typ:

Type: Universal ABS (U-ABS); EB182

3. Name und Anschrift des Herstellers:

Name and address of manufacturer: Haldex Brake Products Ltd Warwickshire CV13 6DE United Kingdom

4. Gegebenenfalls Name und Anschrift des Vertreters des Herstellers:

If applicable, name and address of manufacturer's representative: entfällt - not applicable

E 1


2

Nummer der Bestätigung: 190219 Confirmation No.:

5. Für die Durchführung der Prüfungen zuständiger technischer Dienst: Technical service responsible for carrying out the tests: TÜV Nord Mobilität GmbH & Co. KG Institut für Fahrzeugtechnik und Mobilität DE-45307 Essen

6. Datum des Prüfprotokolls:

Date of test report: 23.03.2015

7. Nummer des Prüfprotokolls:

Number of test report: EB182.0E

8 Gegebenenfalls Bemerkungen:

Remarks (if any): entfällt - not applicable

9. 10. 11.

Ort: Place: Datum: Date: Unterschrift: Signature:

DE-24932 Flensburg 27.04.2015 Im Auftrag


Inhaltsverzeichnis zu den Beschreibungsunterlagen Index to the information package

Zur ECE-Bestätigung Nr.: 190219 To ECE confirmation No.: Ausgabedatum: 27.04.2015 letztes Änderungsdatum: -- Date of issue: last date of amendment: 1. Nebenbestimmungen und Rechtsbehelfsbelehrung Collateral clauses and instruction on right to appeal 2. Beschreibungsbogen Nr.: Datum: Information document No.: Date: GS0567 23.02.2015 letztes Änderungsdatum: last date of amendment: 3. Prüfbericht(e) Nr.:

Test report(s) No.: Datum:

Date: EB182.0E 23.03.2015 4. Beschreibung der Änderungen:

Description of the modifications: entfällt - not applicable


Nummer der Bestätigung: 190219 Number of the Confirmation: - Anlage – Rechtsbehelfsbelehrung Gegen diese Bestätigung kann innerhalb eines Monats nach Bekanntgabe Widerspruch erhoben werden. Der Widerspruch ist beim Kraftfahrt-Bundesamt, Fördestraße 16, DE-24944 Flensburg, schriftlich oder zur Niederschrift einzulegen. - Attachment - Instruction on right to appeal This Confirmation can be appealed within one month after notification. The appeal is to be filed in writing or as a transcript at the Kraftfahrt-Bundesamt, Fördestraße 16, DE-24944 Flensburg.

Test Report No. EB182.0E of 23.03.2015

IFM - Institut für Fahrzeugtechnik

und Mobilität

ABS-System Manufacturer

::

U-ABS HALDEX

IFM – Geschäftsstelle Hannover Am TÜV 1 30519 Hannover

PRÜFLABORATORIUM / TEST LABORATORY DIN EN ISO/IEC 17025, 17020

IFM - Institut für Fahrzeugtechnik und Mobilität Technischer Dienst/Technical service: KBA – P 00004-96

Page1 / 30

Test Report

No.: EB182.0E

with respect to a

Vehicle (Trailer) Stability Function

according to

ECE-Regulation No. 13 - Annex 19 - Appendix 8

as last amended by

supplement 11 to the 11 series of amendments

Content

0. General 2

1. Identification 2

2. System and installations approved 2

3 Test data and results 4

4 Limitations of installation 5

5 Attachments 7

6. Date of test: 7

7. Concluding certif ication 8

8. Approval Authority 8

Annex 1: List of Abbreviations 9

Annex 2: Test Vehicle Data 11

Annex 3: Test Codes 14

Annex 4: Overview Vehicle Tests and Simulation 16

Annex 5: Description of Test Procedure 18

Annex 6: Circle Test (constant Radius) “CR” 21

Annex 7: Increasing Curvature Test “IC” 28



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EB182_0E.docx Vordr_EG-ECE-PB_2011-12

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0. General This Test Report is produced to demonstrate the func-

tionality of the stability control function for the purposes of vehicle type approval.

For the sake of simplicity the Manufacturer’s Vehicle Sta-bility Function Information Document of the Trailer U-ABS system is abbreviated in this report to “ID_GS0567”.

1. Identification 1.1 Manufacturer: HALDEX BRAKE PRODUCTS Ltd

MIRA Technology Park Lindley Warwickshire CV13 6DE United Kingdom

1.2 System name/model: Universal-ABS (U-ABS)

with Safety Module 1.3 Control function: Roll-over control (ROC)

A vehicle stability function that reacts to an impending roll-over in order to stabilise the trailer during dynamic ma-noeuvres within the physical limits of the vehicle. For fur-ther information see ID_GS0567, paragraph 2.4.

2. System and installations approved 2.1 ABS - Configurations: 2S/2M - 2S/2M_SL - 4S/2M_SxS - 4S/3M

See also paragraph 1.5 and Appendix 1 of ID_GS0567

2.2 Range of application: The ABS configurations as defined in 2.1 above may be used with the following vehicle types:

- Semi-trailers

- Centre-axle trailers

having up to 3 axles.

For specific applications refer to paragraph 2.1 of ID_GS0567.

2.3 System Identification: The U-ABS configurations mentioned above in combina-tion with the Safety Module are capable of roll-over con-trol function. For details of authorised configurations see Annex 3, section 2 of this report an ID_GS0567, Appendix 1. The minimum required software code is:

U-ABS: B709 Safety Module: A708

(see TÜV NORD Report EB180.1E, paragraph 3.3.5.2)



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2.4 Additional features 2.4.1 Functional description: When the system detects an imminent possibility of trailer

roll-over it acts to reduce the vehicle speed using the trailer brakes until the possibility of trailer roll-over is suf-ficiently reduced. For further information see paragraph 2.4 of ID_GS0567.

2.4.2 Components: The only additional component to the U-ABS system

without the roll-over control function is the Safety Module with an integrated 3-axis acceleration sensor, see para-graphs 3.1.1 of ID_GS0567.

2.4.3 “End-of-line” programming: A list of the parameters is defined in ID_GS0567, para-

graph 2.4.6. 2.4.4 System interventions: According to ECE-R13, Annex 21, paragraph 2.2.4 only

trailers equipped with an electric control line shall provide the information "VDC active" via the data communication part of the electric control line.

The U-ABS braking system is not equipped with an elec-tric control line as defined in ECE-R13, paragraph 2.24.

Still, if the trailer is equipped with a 7 PIN connector ac-cording to ISO 7638:2003 the message is transmitted in compliance with ECE-R13, Annex 16 (see TÜV NORD Report EB180.1E).

2.4.5 Failure Warning: Vehicle stability function failures or defects are detected

and indicated to the driver by

- the yellow signal transmitted via Pin 5 of the ISO 7638 connector

- Byte 2, bits 5–6 of EBS22 transmitted by the trailer and set to 01b (amber warning signal request) in case of trailers equipped with a 7 PIN connector according to ISO 7638:2003.

2.4.6 Illumination of stop lamps: According to ECE-R13, paragraph 5.2.2.22.1 the mes-

sage "illumination of stop lamps" shall be transmitted by the trailer via the electric control line.

The U-ABS braking system is not equipped with an elec-tric control line as defined in ECE-R13, paragraph 2.24.

Still, if the trailer is equipped with a 7 PIN connector ac-cording to ISO 7638:2003 the message is transmitted in compliance with ECE-R13, Annex 16 (see TÜV NORD Report EB180.1E).

See also ID_GS0567, paragraph 2.4.7.



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3 Test data and results 3.1 Test vehicle data: See Annex 2 3.2 Test surface information: All tests were carried out on a high friction surface (dry

concrete).

Location: Bruntingthorpe Airfield and Proving Ground 3.3 Additional information:

Measurement data acquisition: The following measured variables, among others, were

recorded to evaluate and document the tests:

- Brake actuator pressures

- Control line pressure

- Driver demand (throttle position)

- Vehicle speed

- Wheel speeds

- Steering wheel angle

- Yaw rate

- Lateral acceleration

- Longitudinal acceleration

- Body slip angle

- Roll angle

- Angle of articulation

- Steering-wheel angle

- Suspension height

- Suspension pressure (bellows)

- Heading of each vehicle body - Outrigger wheel touchdown (indicated by monitoring

the outrigger wheel speeds)

3.4 Demonstrative tests/simulations

3.4.1 Test codes: See Annex 3

3.4.2 Overview vehicle tests and simulations: See Annex 4

3.4.3 Description of test procedures: See Annex 5

3.5 Test results

3.5.1 Circle test (constant radius): See Annex 6

3.5.2 Increasing curvature test: See Annex 7

3.6 Annex 18 safety assessment: See TÜV NORD Report EB180.1E



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4 Limitations of installation 4.1 Suspension type: The scope of this report is limited to trailers with air sus-

pension or balanced mechanical suspension. Tests were carried out on vehicles with both suspension types. From these tests it is concluded that these suspension types may be installed on any of the configurations defined in paragraph 2.2 above.

Simulations were carried out with a variation of suspen-sion stiffness of ±20 % from the nominal value in order to assess the sensitivity of the system to differences in this parameter and hence suitability for use with other suspen-sion types. It was observed that suspension stiffness has little influence with the roll-over control strategy employed.

For further information see paragraph 2.3 of ID_GS0567. 4.2 Brake type: The scope of this report is limited to trailers with disc

brakes or S-cam drum brakes which are pneumatically operated. Test were carried out on vehicles equipped with both brake types From these tests it is concluded that these brake types may be installed on any of the configu-rations defined in paragraph 2.2 above.

4.3 Location of components on

the trailer 4.3.1 Location of Safety Module (lateral acceleration sensor): The lateral acceleration sensor is integrated into the

Safety Module. The scope of this report limits the position of the Safety Module to the envelope defined in Appen-dix 5 of ID_GS0567.

Tests were conducted to confirm that system still func-tioned correctly with the accelerometer at the lateral and longitudinal limiting positions defined in ID_GS0567, Ap-pendix 5.

However, the permissible maximum tube length shall not be exceeded (see ID_GS0567, Appendix 2).

4.3.2 Location of 3rd modulator: The position of the 3rd modulator (slave) is only limited by

the permissible maximum tube lengths (see ID_GS0567, Appendix 2).

4.4 ABS Configurations Anti-lock braking configurations are limited to those de-

fined within paragraph 2.1 of this report.

For location of the wheel speed sensors see table "ABS configuration code" in Annex 3 of this report and ID_GS0567, Appendix 1a.



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4.5 Other recommendations / limitations:

4.5.1 Lift axles Tests were carried out on vehicles with one, two and

three axles. Some of these vehicle configurations were generated by dismantling wheels and/or axles without any special programming of the ECU (wheel base is not an input parameter of the ROC).

From the test it is concluded that vehicles equipped with lift axle(s) are compatible with ROC functionality.

However, in all cases the recommendations specified in paragraph 2.2.1 of ID_GS0567 shall be adhered to.

4.5.2 Steering axles: This report does not cover an assessment of the reaction

of the available steering systems with U-ABS with Safety Module.

See paragraph 2.2.2 of ID_GS0567 for recommendations by the system manufacturer.

4.5.3 Tube sizes: See paragraph 3.3.2 and Appendix 2 of ID_GS0567.

Note: Use of the recommended tube sizes does not guarantee that the prescribed response time of the braking system is fulfilled. This has to be demonstrated on vehicle type ap-proval.

4.5.4 Centre of gravity: Simulations were carried out with different centre of grav-

ity heights to assess that the system is able to react to variations in this value, see Annex 6, section 2.

4.5.5 Track width: For roll stability the relationship between the track width

and the height of the centre of gravity is relevant. A varia-tion in track width has the same effect on the vehicle as a variation in the height of the centre of gravity. Therefore simulations referred to in paragraph 4.5.4 demonstrate the ability of the system to react to variations of the track width.



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4.5.6 Wheel base: Tests were carried out on semi-trailers/centre-axle trailers

with different wheel bases from 4830 mm (C11, C13) to 8005 mm (S12).

Additionally, simulations were carried out with variations in wheel base from 5864 mm to 10262 mm (three axle semi-trailer) and from 4524 mm to 7422 mm (two axle centre-axle trailer)

From these ranges of tested wheel bases and simulations it is concluded that also different wheel bases may be in-stalled on the trailers defined in paragraph 2.2 above.

5 Attachments

5.1 Annexes to this report

1: List of Abbreviations

2: Test Vehicle Data

3: Test Codes

4: Overview “Vehicle Tests and Simulation”

5: Description of Test Procedures

6: Circle Test (constant Radius) “CR”

7: Increasing Curvature Test “IC”

5.2 Manufacturer’s Information Document GS0567 Issue 1 - of 23.02.2015

6. Date of test:

July - August 2014



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7. Concluding certif ication

This test has been carried out and the results reported in accordance with paragraph 6 of Annex 19 to ECE Regulation No. 13 as last amended by supplement 11 to the 11 series of amendments.

In addition it is further confirmed that the requirements of paragraphs 2.2.1. and 2.2.2 of Annex 21 to ECE Regulation 13 with respect to the following functionality of the ROC has been verified:

- The ability to automatically control the wheel speeds on at least two wheels of each axle or axle group by selective braking or automatically commanded braking based on the evaluation of actual trailer behaviour that may lead to roll-over

- The ability to determine actual trailer behaviour by directly measuring the lateral accel-eration and wheel speeds.

- Only on-board generated information is used (see paragraph 3.1.2 of ID_GS0567)

8. Approval Authority

See cover sheet to this report

This report may only be published in its entirety unless written permission of the test laboratory ref-erenced below is obtained.

PRÜFLABORATORIUM / TEST LABORATORY

TÜV NORD Mobilität GmbH & Co. KG IFM - Institut für Fahrzeugtechnik und Mobilität

Adlerstr. 7, 45307 Essen DIN EN ISO/IEC 17025, 17020

Benannt als Technischer Dienst / Designated as Technical service vom Kraftfahrt Bundesamt / by Kraftfahrt-Bundesamt: KBA – P 00004-96

Branch office Hannover, 23.03.2015

Dipl.-Ing. Harder

Order-No. 8111276669

E-Mail [email protected]

Phone +49511 9986-1936

Fax +49511 9986-1998


Annex 1

List of Abbreviations


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Annex 1: List of Abbreviations

General

ay Lateral acceleration

AYS Lateral acceleration sensor

CoG Centre of gravity (height)

CR Circle test - constant radius

E Wheel base

ER Distance between king-pin and centre of axle or axles of semi-trailer or distance between drawbar coupling and centre of axle(s)

CP_OH Coupling Point Overhang: Distance between rear axle and hitch pin or king pin (negative values in front of rear axle)

IC Increasing curvature test

ID_GS0567 Information Document of the U-ABS Roll-Over Control

IMU Inertial measurement unit

KP Distance from king pin

OR Outrigger

OR_h Clearance height between the outside edge of the tyre tread of the outrigger wheels and the surface (see Annex 5)

OR_d

Distance (offset) between the centres of tyre contact of the left or right outrigger wheel and the adjacent tyre of rear axle (see Annex 5)

OR_d = (W – T) / 2; where “W” is the “track width” of the outriggers and “T” is the track of the trailer

pIn Pressure of brake intervention

ROC Roll-Over Control

SIM Simulation

SLV Select Low Valve

SM Safety Module

SxS Side by Side control configuration

TD Touch-Down

TE Distance from towing eye

vE Speed at end of defined test manoeuvre

vIn Speed when brake intervention occurred

vIn_S Speed at start of brake intervention

vIn_E Speed at end of brake intervention


Annex 1

List of Abbreviations


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v0 Initial speed (test entrance speed)

vTD Speed when touchdown occurred

WSS Wheel Speed Sensor

YRS Yaw rate sensor

Test identifier

F01 Test with the system OFF without a touchdown

F02 Test with the system OFF with a touchdown

N01 Test with the system ON without a touchdown

N02 Test with the system ON with a touchdown

Test procedure codes

I Increasing Curvature - IC

R Circle Test – constant radius – CR (clockwise)

S Circle Test – constant radius – CR (anti-clockwise)

Loding condition

L Laden

U Unladen

Vehicle codes

L Lorry / Truck

T Semi-trailer tractor

C Centre-axle trailer

S Semi-trailer


Annex 2

Test Vehicle Data


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Annex 2: Test Vehicle Data 1. Test Vehicle Data 1.1 General Data – Motor Vehicle

The towing vehicles used, shown in the table below, did not have any operative vehicle stability functions. (The intervention limits of the motor vehicle stability system were raised so that no inter-vention of the system occurred during the test runs.) The test vehicle was equipped with a towing hitch and a semi-trailer coupling as well.

Test vehicle

Make Model Veh.-Conf.

ABS-Conf.

Susp. brake

Track front rear [mm]

E [mm]

CP-OH [mm]

T1 Volvo FH480 4x2* 4S/4M Steel/Air Disc

2040 1850

4100 -730

L1 1095

*6x2 vehicle with centre (pusher) axle lifted and wheels removed 1.2 General Data – Trailer 1.2.1 Real Test Vehicles

Test vehicle

Make Type No. of axles

Susp. ABS-Conf.

Brake Track [mm]

E / ER [mm]

OR_h OR_d [mm]

S11

Fruehauf Semi-trailer

1

Air * * Disc

2020 7330 325

1560 S12 2 2020 8005

S13 3 2020 7330

C11

Dennison Centre-

axle trailer

1

Steel * * Drum

2100 4830 358

1730 C12 2 2100 5490

C13 3 2100 4830

** See Annex 3, Table „ABS Configuration Code”


Annex 2

Test Vehicle Data


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1.2.2 Virtual Test Vehicles The following virtual test vehicles represent actual used test trailers (S13, C12) with the exception that for simulation purposes individual parameters have been varied (S23,C23, ...) to assess the impact on the roll-over control function.

Test vehicle

ABS-Conf.

Variation CoG [mm]

Susp. stiffn.[Nm/deg]

SM Position [mm]

Wheel base[mm]

S13 2C_ 2188 ~ 24643 -7330

0 7330

S23 2C_ increased

CoG height 2456 ~ 24643

-7330 0

7330

S33 2C_ decreased CoG height

1804 ~ 24643 -7330

0 7330

S43 2C_ increased susp. stiff.

2188 + 20 % -7330

0 7330

S53 2C_ decreased susp. stiff.

2188 - 20 % -7330

0 7330

S63 2C_ SM position

front left 2188 ~ 24643

-5830 -593

7330

S73 2C_ SM position

rear right 2188 ~ 24643

-8830 +593

7330

S83 2C_ increased wheel

base 2188 ~ 24643

-7330 0

10262

S93 2C_ decreased wheel

base 2188 ~ 24643

-7330 0

5864

C12 4FR 1944 ~ 27400 -4830

0 5490

C22 4FR increased

CoG height 2330 ~ 27400

-4830 0

5490

C32 4FR decreased CoG height

1541 ~ 27400 -4830

0 5490

C42 4FR increased susp. stiff.

1944 + 20 % -4830

0 5490

C52 4FR decreased susp. stiff.

1944 - 20 % -4830

0 5490

C62 4FR SM position

front left 1944 ~ 27400

-3330 -600

5490

C72 4FR SM position

rear right 1944 ~ 27400

-6330 +600

5490

C82 4FR increased wheel

base 1944 ~ 27400

-4830 0

7422

C92 4FR decreased wheel

base 1944 ~ 27400

-4830 0

4524


Annex 2

Test Vehicle Data


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1.3 Masses and CoG of Vehicle Combination

Test masses (coupled)

Motor vehicle Trailer

Trailer Vehicle Mass

[ k g ]

PR

[ k g ]

CoG (estim.)

[ m m ]

S11_laden

T1

10660 8760 1668

S11_unladen 10780 6020 1332

S12_laden 12380 17260 1941

S12_unladen 12780 12820 1626

S13_laden 15460 25960 2188

S13_unladen 11660 14440 1561

C11_laden

L1

17040 8320 1846

C11_unladen 17240 7320 1491

C12_laden 16960 18660 1943

C12_unladen 17440 9940 1425

C13_laden 17320 25380 2183

C13_unladen 17140 13680 1552

1.4 Instrumentation Sensor Positions

Trailer

I M U (YRS & AYS)

KP / TE [mm]

I M U (YRS & AYS)

Distance from left side of trailer

I M U (YRS & AYS) Height [mm]

Body Slip Sensor

S11

KP = 7255 1375 1200 KP = 7330 S12

S13

C11

TE = 5370 1250 925 TE = 4830 C12

C13

KP = Distance from king pin TE = Distance from towing eye


Annex 3

Test Codes


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Annex 3: Test Codes

1 File Name

Examples of file names

1 - 4 5 - 8 9 - 10 11 - 12 13 14 -15

Test vehicle Configuration Load

condition Test procedu-

re System status

Running test No.

C12_ 4FR_ L_ I_ F 01

S13_ 2C__ U_ S_ N 02

Explanation

Test vehicles: see Annex 2, section 1.2

Configuration: see section 2, Table "ABS Configuration Code"

Load condition: L - laden

U - unladen

Test procedure: I - increasing curvature test, see Annex 5, section 2

R - constant radius, clockwise, see Annex 5, section 1

S - constant radius, anti-clockwise, see Annex 5, section 1

System status: F - system off

N - system on


Annex 3

Test Codes


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2 Table "ABS Configuration Code"

Table "ABS Configuration Code"

ABS config. No. of axles ABS config. code Position of valves and WSS

2S/2M_SLV

2 1FS SLV on rear axle WSS on front axle with or without relay valve

3

1SC SLV on front axle WSS on centre axle with or without relay valve

1CS SLV on rear axle WSS on centre axle with or without relay valve

2S/2M

1 2F_ WSS on single axle

2 2F_ WSS on front axle

2R_ WSS on rear axle

3 2C_ WSS on centre axle

4S/2M_SxS 2 4FR WSS on both axles

3 4CR WSS on centre and rear axles

4S/3M

2

3FR 3rd modulator on front axle WSS on both axles

6FR 3rd modulator on rear axle WSS on both axles

3

3FC 3rd modulator on front axle WSS on front and centre axle

3FR 3rd modulator on front axle WSS on front and rear axle

6CR 3rd modulator on rear axle WSS on centre and rear axle

6FR 3rd modulator on rear axle WSS on front and rear axle


Annex 4

Overview Vehicle Test and Simulation


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Annex 4: Overview Vehicle Tests and Simulation The following table shows an overview of the different tests carried out with the defined real vehi-cles below. In addition a number of simulations were carried out with virtual test vehicles with modi-fied parameters for the purpose of assessing the sensitivity of the ROC to those parameters (see Annex 6 and 7).

Test Vehicle

ABS-Config. Loading con-

dition

Const. Radiusclockwise

R

Const. Radius anti-clockw.

S

Increasing Curvature

I

C11 2F_ L V V

U V V

C12

1FS L V V

U

2F_ L V V S

U V V S

2R_ L V V

U

4FR L V+S V+S

U

3FR L V V

U

C13

1SC L V V S

U S

1CS L V V

U

2C_ L V V

U V V

4CR L V V

U

3FC L V V

U

3FR L V V

U

6CR L V V S

U S


Annex 4

Overview Vehicle Test and Simulation


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Test Vehicle

ABS-Config. Loading con-

dition

Const. Radiusclockwise

R

Const. Radius anti-clockw.

S

Increasing Curvature

I

S11 2F_ L V V S

U V V S

S12

1FS L V V

U

2F_ L V V

U V

2R_ L V V

U

4FR L V V

U

3FR L V V S

U S

S13

1SC L V V

U

1CS L V V

U

2C_ L V+S V+S

U

4CR L V V S

U S

3FC L V V S

U S

3FR L V V

U

6CR L V V

U


Annex 5

Description of Test Procedures


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Annex 5: Description of Test Procedure

The following tests were used for the purpose of evaluating the roll-over control function within the U-ABS with Safety Module.

The real vehicle tests were conducted at the Bruntingthorpe Airfield and Proving Ground in dry summer weather conditions.

The simulated vehicle tests were executed on a hardware-in-the-loop test bench utilising a vali-dated simulation tool (see TÜV NORD validation report EB183.0E)

1. Circle Test (Constant Radius) “CR”

1.1 Test condition / procedure

The vehicle navigates a constant radius circle at gradually increasing speed until either the ve-hicle rolls onto its outrigger wheels (‘touch-down’) or the roll-over control makes a trailer brake intervention to retard the combination. The test is performed with system on and off. The motor vehicle navigates the outside of a 20 m radius, giving a radius to the centre of the cab of ap-proximately 21.25 m. The effective radius followed by the centre of the trailer bogie depends on vehicle type, dimensions and speed.

Figure CR

1.2 Acceptance criteria

The test is deemed to have passed when, with the system on, the roll-over control makes a brake intervention at a lower speed than the speed at which a touch-down occurs with the sys-tem off. Since the radius is relatively small, the lateral acceleration increases rapidly with speed. The speed difference between brake intervention and touch-down can therefore also be small in this case.


Annex 5



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2. Increasing Curvature Test “IC”

2.1 Test condition / procedure

Although the drive test procedure “Increasing Curvature Test” (IC) is not a defined ISO test procedure, it is widely used and accepted for evaluation of high dynamic lateral vehicle reac-tions, especially for the testing of roll-over.

The increasing curvature manoeuvre is a form of ‘J’ turn. The vehicle enters the manoeuvre in a straight line and then traverses a marked roadway that tightens progressively to a 50 m ra-dius. The vehicle heading at the exit of the manoeuvre is 180 degrees from the start heading.

The increasing curve / reducing radius is defined by a set of co-ordinates, see Table IC below.

This test is representative of a typical motorway exit. The manoeuvre can be entered safely at high speed, but the roll risk increases as the radius reduces. The test is performed with the system on and off in order to demonstrate that the roll-over control can detect the increasing risk and makes a trailer brake intervention to retard the combination.

The system off tests are performed by entering the manoeuvre at a set speed (entrance speed) and then attempting as far as possible to maintain that speed until either the end of the marked roadway or touch-down of an outrigger wheel. This may, for instance, be achieved by use of the cruise control.

The system on tests are performed by entering the manoeuvre at the entrance speed and then attempting as far as possible to maintain that speed until either the end of the marked roadway or the first application of the brakes by the roll-over control.

Figure IC


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X-Y co-ordinates [m] of the increasing curvature manoeuvre

X Y X Y 1 0 0 16 66.8 88.9 2 0.3 8 17 74.7 90.3 3 1.3 15.9 18 82.6 90.9 4 2.9 23.8 19 90.6 90.6 5 5.2 31.4 20 98.6 89.5 6 8.1 38.9 21 106.3 87.5 7 11.6 46.1 22 113.7 84.6 8 15.7 52.9 23 120.8 80.9 9 20.5 59.4 24 127.4 76.3 10 25.7 65.4 25 133.3 71 11 31.5 70.9 26 138.6 64.9 12 37.8 75.8 27 142.9 58.2 13 44.6 80.1 28 146.3 51 14 51.7 83.8 29 148.7 43.3 15 59.1 86.7 30 149.9 35.4 31 150 31.8

Table IC

2.2 Acceptance criteria The test is deemed to have passed when the roll-over control detects impending roll-over and makes a trailer brake intervention, slowing the combination to a speed below the lowest touch-down speed that was recorded with the system off.

For simulation, the entrance speed is increased by 1 km/h with each test run until a touch-down of the outrigger wheels within the driving manoeuvre is achieved (system OFF test F02 , system ON test N02). The last but one test run (without touch-down) is recorded as system OFF test F01 and system ON test N01.

The test is passed if the entrance speed of system ON test N01 is above the entrance speed of system OFF test F02


Annex 6

Circle Test (constant Radiur) "CR"


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Annex 6: Circle Test (constant Radius) “CR” 1. Test results (real vehicle tests) All real vehicle tests with system ON were run twice to demonstrate repeatability.

With ABS/ROC system off, ABS configuration and sensor position have no influence on the test results. Tests only run once for each vehicle type.

In the unladen condition the centre of gravity was very low, and the roll-over speed was above that capable of being achieved without loss of motor vehicle traction. The highest speed and lateral acceleration achieved before loss of traction on the real vehicle tests is recorded in square brack-ets [ ]. It was also not possible to roll these vehicles in the simulation.

1.1 Centre-axle trailer System OFF System ON

Test code aymax vTD aymax vIn pIn

[m/s²] [km/h] [m/s²] [km/h] [kPa]

C11_2F__L_R_ 5,69 39,99 4,91 34,61 542

4,71 34,21 548

C11_2F__L_S_ -5,30 35,6 -5,49 33,08 564

-4,61 31,48 550

C11_2F__U_R_ [5,59] [40,32] 5,10 37,00 538

5,59 37,04 551

C11_2F__U_S_ [-5,37] [37,48] -4,59 33,23 566

-5,10 34,51 551

C12_1FS_L_R_ 5,20 36,61 4,32 32,52 448

4,81 33,86 459

C12_1FS_L_S_ -5,40 34,67 -4,71 32,23 475

-4,12 31,02 502

C12_2F__L_R_ 5,20 36,61 4,71 34,62 482

5,00 35,11 486

C12_2F__L_S_ -5,40 34,67 -4,32 31,58 490

-4,61 32,02 474

C12_2F__U_R_ [5,49] [40,40] [5,30] [40,49] --

5,20 39,78 509

C12_2F__U_S_ [-5,49] [36,47] [-5,40] [37,35] --

[-5,20] [38.04] --


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System OFF System ON


[m/s²] [km/h] [m/s²] [km/h] [kPa]

C12_2R__L_R_ 5,20 36,61 4,02 32,93 460

3,73 33,52 460

C12_2R__L_S_ -5,40 34,67 -4,41 29,93 505

-4,71 31,37 494

C12_4FR_L_R_ 5,20 36,61 4,53 34,80 476

4,32 35,45 474

C12_4FR_L_S_ -5,40 34,67 -5,00 32,82 506

-4,12 32,41 500

C12_4FR_L_R_ WSS inverted 1)

5,20 36,61 4,22 34,04 473

3,83 32,42 483

C12_4FR_L_S_ WSS inverted 1)

-5,40 34,67 -4,38 31,73 489

-4,61 31,45 451

C12_3FR_L_R_ 5,20 36,61 4,32 32,60 544

4,91 34,19 535

C12_3FR_L_S_ -5,40 34,67 -4,41 30,89 554

-4,61 30,26 548

C13_1SC_L_R_ 5,20 34,65 4,22 33,41 494

3,92 32,73 472

C13_1SC_L_S_ -4,81 31,85 -3,53 29,47 499

-4,44 30,00 439

C13_1CS_L_R_ 5,20 34,65 4,02 33,00 495

4,02 32,23 477

C13_1CS_L_S_ -4,81 31,85 -3,43 29,30 501

-3,63 29,11 511

C13_2C__L_R_ 5,20 34,65 4,71 31,99 476

4,32 30,35 477

C13_2C__L_S_ -4,81 31,85 -3,73 29,85 475

-3,36 29,56 488

C13_2C__U_R_ [5,40] [37,19] 5,20 37,48 474

[4,71] [38,78] --

C13_2C__U_S_ [-5,49] [35,54] -4,71 32,17 452

-4,87 34,08 504


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[m/s²] [km/h] [m/s²] [km/h] [kPa]

C13_2C__L_R_ SM front left 2)

5,20 34,65 4,02 32,15 471

3,92 30,17 488

C13_2C__L_S_ SM front left 2)

-4,81 31,85 -3,83 28,22 489

-3,34 28,60 488

C13_2C__L_R_ SM rear left 2)

5,20 34,65 3,63 31,08 487

4,02 32,50 471

C13_2C__L_S_ SM rear left 2)

-4,81 31,85 -3,43 29,54 495

-4,12 30,56 484

C13_4CR_L_R_ 5,20 34,65 4,51 33,08 500

4,41 32,35 499

C13_4CR_L_S_ -4,81 31,85 -2,94 28,89 482

-3,04 28,43 502

C13_3FC_L_R_ 5,20 34,65 4,12 32,73 518

4,46 32,97 512

C13_3FC_L_S_ -4,81 31,85 -3,04 27,72 537

-3,75 29,84 537

C13_3FR_L_R_ 5,20 34,65 4,71 34,21 746

3,83 31,30 510

C13_3FR_L_S_ -4,81 31,85 -3,53 29,63 513

-3,73 28,98 523

C13_6CR_L_R_ 5,20 34,65 4,41 32,28 501

3,83 30,45 508

C13_6CR_L_S_ -4,81 31,85 -3,73 29,42 512

-3,92 31,19 531

1) WSS inverted means, that the sensors labelled S2A and S2B were sensing the rear axle instead of the front axle and the sensors labelled S1A and S1B vice versa. 2) SM front/rear left means that the Safety Module with the implemented acceleration sensor was mounted at the most forward / rearward lateral position permitted by the manufacturer (1,5m front/rear, at the inside of the chassis member, see Appendix 5 of ID_GS0567).


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1.2 Semi-trailer


Test code aymax vTD aymax vIn pBIn

[m/s²] [km/h] [m/s²] [km/h] [kPa]

S11_2F__L_R_ 5,89 39,58 4,61 35,71 555

3,92 33,61 564

S11_2F__L_S_ -5,89 34,82 -4,12 32,47 577

-4,71 31,45 577

S11_2F__U_R_ [5,40] [41,38] [6,38] [40,4] --

[6,18] [41,08] --

S11_2F__U_S_ [-6,08] [37,89] -5,59 36,17 576

[-6,67] [37,18] --

S12_1FS_L_R_ 4,91 36,32 4,22 35,61 522

4,41 34,89 532

S12_1FS_L_S_ -5,49 33,93 -4,17 31,21 543

-4,51 32,67 793

S12_2F__L_R_ 4,91 36,32 4,19 32,56 524

4,22 33,02 518

S12_2F__L_S_ -5,49 33,93 -4,61 31,78 528

-4,41 31,74 543

S12_2F__U_R_ [5,59] [39,15] 4,61 35,49 525

4,61 36,08 521

S12_2F__U_S_ -- -- [-5,27] [35,02] --

S12_2R__L_R_ 4,91 36,32 2,84 29,68 543

3,53 31,34 517

S12_2R__L_S_ -5,49 33,93 -3,92 28,43 544

-3,29 27,32 533

S12_4FR_L_R_ 4,91 36,32 3,70 32,73 538

3,53 30,28 538

S12_4FR_L_S_ -5,49 33,93 -4,12 31,21 545

-4,12 28,56 537

S12_4FR_L_R_ WSS inverted 1)

4,91 36,32 3,33 29,83 524

3,24 31,4 497

S12_4FR_L_S_ WSS inverted 1)

-5,49 33,93 -4,12 30,13 524

-3,63 28,21 538


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Test code aymax vTD aymax vIn pBIn

[m/s²] [km/h] [m/s²] [km/h] [kPa]

S12_3FR_L_R_ 4,91 36,32 3,83 32,23 550

3,83 32,63 552

S12_3FR_L_S_ -5,49 33,93 -4,22 29,61 558

-4,22 29,10 550

S13_1SC_L_R_ 4,41 33,86 3,53 31,37 521

3,14 31,15 550

S13_1SC_L_S_ -4,71 31,13 -3,92 29,17 545

-3,83 27,58 552

S13_1CS_L_R_ 4,41 33,86 3,17 29,95 522

3,24 29,97 538

S13_1CS_L_S_ -4,71 31,13 -3,43 27,17 548

-3,83 28,21 527

S13_2C__L_R_ 4,41 33,86 3,43 29,85 542

3,33 29,85 537

S13_2C__L_S_ -4,71 31,13 -3,43 26,61 549

-3,73 27,52 539

S13_4CR_L_R_ 4,41 33,86 3,14 29,41 549

3,04 29,52 542

S13_4CR_L_S_ -4,71 31,13 -3,24 26,17 556

-3,43 27,19 560

S13_3FC_L_R_ 4,41 33,86 3,43 31,56 539

3,53 31,19 555

S13_3FC_L_S_ -4,71 31,13 -3,92 28,48 566

-3,43 27,52 570

S13_3FR_L_R_ 4,41 33,86 2,94 27,39 558

2,94 27,37 560

S13_3FR_L_S_ -4,71 31,13 -3,04 25,08 567

-2,94 25,17 577

S13_6CR_L_R_ 4,41 33,86 3,43 30,89 549

3,83 31,47 549

S13_6CR_L_S_ -4,71 31,13 -4,12 29,71 562

-3,83 27,72 565


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2. Test results (simulated vehicle tests) 2.1 Centre-axle trailer System OFF System ON

Test code Variation 4) aymax vTD aymax vIn pIn

[m/s²] [km/h] [m/s²] [km/h] [kPa]

C12_4FR_L_R_SIM Basis

5,52 35,00 4,40 32,02 469

C12_4FR_L_S_SIM -5,46 34,51 -4,48 32,44 466

C22_4FR_L_R_SIM high CoG

4,76 31,68 3,77 28,68 484

C22_4FR_L_S_SIM -4,74 31,52 -3,75 28,75 486

C32_4FR_L_R_SIM low CoG

[5,42] 3) [36] 3) 5,26 34,82 480

C32_4FR_L_S_SIM [-5,51] 3) [37] 3) -5,20 34,88 498

C42_4FR_L_R_SIM high stiffn.

5,67 35,37 4,34 31,49 468

C42_4FR_L_S_SIM -5,66 35,52 -4,43 32,40 486

C52_4FR_L_R_SIM low stiffn.

5,50 34,82 4,41 31,01 484

C52_4FR_L_S_SIM -5,48 34,71 -4,46 31,46 370

C62_4FR_L_R_SIM SM front left

5,73 35,24 4,46 31,48 484

C62_4FR_L_S_SIM -5,46 35,19 -4,29 31,75 488

C72_4FR_L_R_SIM SM rear right

5,47 35,24 4,44 32,08 453

C72_4FR_L_S_SIM -5,72 35,19 -4,50 31,50 497

C82_4FR_L_R_SIM long WB

5,51 35,42 4,50 32,50 453

C82_4FR_L_S_SIM -5,49 35,28 -4,49 32,55 348

C92_4FR_L_R_SIM short WB

5,64 34,72 4,56 31,27 484

C92_4FR_L_S_SIM -5,67 35,14 -4,56 32,38 475

3) Due to the low centre of gravity it was not possible to roll the vehicle in the simulation. Still, with the system on a tendency to roll-over was detected and a brake intervention generated to slow the vehicle down to a safer speed. 4) see Annex 2, 1.2.2 2.2 Semi-trailer System OFF System ON


[m/s²] [km/h] [m/s²] [km/h] [kPa]

S13_2C__L_R_SIM Basis

4,47 31,00 3,40 28,2 474

S13_2C__L_S_SIM -4,45 30,75 -3,43 28,18 475


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[m/s²] [km/h] [m/s²] [km/h] [kPa]

S23_2C__L_R_SIM high CoG

3,98 28,85 3,05 26,56 477

S23_2C__L_S_SIM -3,96 28,50 -3,06 26,33 480

S33_2C__L_R_SIM low CoG

5,27 33,48 3,95 31,18 447

S33_2C__L_S_SIM -5,41 34,66 -3,99 31,19 460

S43_2C__L_R_SIM high stiffn.

4,56 31,54 3,30 28,04 476

S43_2C__L_S_SIM -4,55 31,29 -3,45 28,16 477

S53_2C__L_R_SIM low stiffn.

4,33 30,43 3,51 28,14 463

S53_2C__L_S_SIM -4,32 30,25 -3,57 28,20 442

S63_2C__L_R_SIM SM front left

4,60 31,20 3,51 28,20 475

S63_2C__L_S_SIM -4,37 30,97 -3,43 28,00 470

S73_2C__L_R_SIM SM rear right

4,37 31,20 3,32 28,44 470

S73_2C__L_S_SIM -4,56 30,97 -3,41 27,16 484

S83_2C__L_R_SIM long WB

4,66 31,92 3,57 29,34 474

S83_2C__L_S_SIM -4,62 31,65 -3,50 28,87 483

S93_2C__L_R_SIM short WB

4,29 30,73 3,52 28,40 469

S93_2C__L_S_SIM -4,29 30,64 -3,67 28,60 471

4) see Annex 2, 1.2.2 3. Conclusion The circle test shows the ability of the ROC to adapt to steadily increasing lateral acceleration (and hence decreasing roll stability) due to increasing speed with constant radius, and to intervene with automatically commanded braking in a timely manner.

The vehicle tests and simulated tests both show that the U-ABS ROC intervenes at a lower speed than the speed at which a touch-down occurs with the system off.

In the unladen cases it was not possible to roll the real test vehicles (within the limits of traction available), but this was also confirmed with the simulator. The additional tests conducted with virtual models of the real test vehicles show that the perform-ance of the ROC is not unduly affected by variation of the following parameters:

- Lateral accelerometer position (within the limits set by the manufacturer)

- Centre of gravity height (1,5 m to 2,5 m tested)

- Roll stiffness (± 20% tested)

- Wheel base (4,5 m to 10,5 m tested)


Annex 7

Increasing Curvature Test "IC"


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Annex 7: Increasing Curvature Test “IC” 1. Test results (simulated vehicle tests) 1.1 Centre-axle trailer

Test code v0

[km/h] Direction

[°]

vIn_S vIn_E

[km/h]

vE vTD

[km/h]

aymax [m/s²]

TD

C12_2F__L_I_

F01 60,00 186 57,29 -5,30 no

F02 60,99 169 57,21 -5,53 yes

N01 73,73 22 66

72,28 51,79

-4,09 no

N02 74,62 21 56

73,13

58,89

-5,13 yes

C12_2F__U_I_

F01 80,98

Trailer is sliding laterally F02 81,90

N01 81,90

N02 82,77

C13_1SC_L_I_

F01 55,99 185 54,34 -4,75 no

F02 56,97 164 54,26 -5,05 yes

N01 70,82 23 88

68,89 50,43

-3,69 no

N02 72,11 22 53

69,95

57,23

-4,74 yes

C13_1SC_U_I_

F01 78,83


N01 80,66

N02 81,61

C13_6CR_L_I_

F01 55,98 185 54,32 -4,75 no

F02 56,97 165 54,26 -5,06 yes

N01 72,12 22 97

70,04 46,43

-3,66 no

N02 73,76 21

105 71,48

61,99 -4,94 yes

C13_6CR_U_I_

F01 78,83


N01 83,85

N00 --


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1.2 Semi-trailer

Test code v0

[km/h] Direction

[°]

vIn_S vIn_E

[km/h]

vE vTD

[km/h]

aymax [m/s²]

TD

S11_2F__L_I_

F01 73,99 187 59,78 -5,88 no

F02 75,00 133 62,21 -5,98 yes

N01 77,01 19 97

74,97 54,40

-4,67 no

N02 78,03 19 57

75,96

64,97

-5,75 yes

S11_2F__U_I_

F01 89,81


N01 91,80

N02 92,87

S12_3FR_L_I_

F01 55,00 184 55,23 -4,83 no

F02 56,00 173 54,93 -5,34 yes

N01 68,97 16 46

67,99 58,62

-4,59 no

N02 69,99 15 37

67,72

61,87

-4,69 yes

S12_3FR_U_I_

F01 64,01 186 61,18 -5,86 no

F02 65,01 175 60,27 -6,11 yes

N01 78,05 14 74

76,95 61,21

-4,75 no

N02 79,07 15 53

77,91

67,59

-5,57 yes

S13_3FC_L_I_

F01 49,00 183 49,54 -4,02 no

F02 49,99 172 49,32 -4,31 yes

N01 60,96 24 51

59,36 43,63

-3,15 no

N02 62,00 24 34

60,34

55,36

-4,08 yes

S13_3FC_U_I_

F01 77,06 184 63,15 -5,96 no

F02 78,06 164 61,54 -6,49 yes

N01 79,07 27 67

76,15 64,82

-5,34 no

N02 80,04 27 55

77,06

68,72

-6,07 yes


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Test code v0

[km/h] Direction

[°]

vIn_S vIn_E

[km/h]

vE vTD

[km/h]

aymax [m/s²]

TD

S13_4CR_L_I_

F01 49,00 183 49,54 -4,02 no

F02 49,99 172 49,32 -4,31 yes

N01 66,94 17 47

65,54 46,63

-3,82 no

N02 67,94 15 34

67,02

55,50

-4,26 yes

S13_4CR_U_I_

F01 77,06 184 63,15 -5,96 no

F02 78,06 164 61,54 -6,50 yes

N01 81,00 28 72

77,68 58,17

-4,95 no

N02 81,93 27 48

78,62

70,46

-6,25 yes

2. Conclusion The increasing curvature manoeuvre shows the ability of the ROC to adapt to steadily increasing lateral acceleration (and hence decreasing roll stability) due to reducing radius with near constant speed, and to intervene with automatically commanded braking in a timely manner. The simulated tests show that the U-ABS ROC intervenes to improve the roll stability of the combi-nation in an appropriate manner with all ABS and vehicle configurations tested. It was demon-strated in all cases that the manoeuvre could be entered at higher speed without a touch-down with the system on than with the system off.

Documents

MITTEILUNG E - Haldex...ECE-Regulation No. 13 - Annex 19 - Appendix 8 as last amended by supplement 11 to the 11 series of amendments Content 0. General 2 1. Identification 2 2. System