22.12.2015

EN

Official Journal of the European Union

L 335/1

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Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at: http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html

Regulation No 13-H of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of passenger cars with regard to braking [2015/2364]

Incorporating all valid text up to:

Supplement 16 to the original version of the Regulation — Date of entry into force: 15 June 2015

CONTENTS

REGULATION

1.

Scope

2.

Definitions

3.

Application for approval

4.

Approval

5.

Specifications

6.

Tests

7.

Modification of vehicle type or braking system and extension of approval

8.

Conformity of production

9.

Penalties for non-conformity of production

10.

Production definitively discontinued

11.

Names and addresses of the Technical Services conducting approval tests, and of Type Approval Authorities

12.

Transitional provisions

ANNEXES

1.

Communication

Appendix —

List of vehicle data for the purpose of Regulation No 90 approvals

2.

Arrangements of approval marks

3.

Braking tests and performance of braking systems

Appendix —

Procedure for monitoring the state of battery charge

4.

Provisions relating to energy sources and energy storage devices (energy accumulators)

5.

Distribution of braking among the axles of vehicles

Appendix 1 —

Wheel-lock sequence test procedure

Appendix 2 —

Torque wheel test procedure

6.

Test requirements for vehicles fitted with anti-lock systems

Appendix 1 —

Symbols and definitions

Appendix 2 —

Utilisation of adhesion

Appendix 3 —

Performance on differing adhesion surfaces

Appendix 4 —

Method of selection of the low adhesion surface

7.

Inertia dynamometer test method for brake linings

8.

Special requirements to be applied to the safety aspects of complex electronic vehicle control systems

9.

Electronic stability control and brake assist systems

Appendix 1 —

Use of the dynamic stability simulation

Appendix 2 —

Dynamic stability simulation tool and its validation

Appendix 3 —

Vehicle stability function simulation tool test report

Appendix 4 —

Method for determination of FABS and aABS

Appendix 5 —

Data processing for the BAS

1.   SCOPE

1.1.

This Regulation applies to the braking of vehicles of categories M1 and N1  (1).

1.2.

This Regulation does not cover: 1.2.1. Vehicles with a design speed not exceeding 25 km/h; 1.2.2. Vehicles fitted for invalid drivers.

2.   DEFINITIONS

For the purposes of this Regulation,

2.1.	‘Approval of a vehicle’ means the approval of a vehicle type with regard to braking.

2.2.

‘Vehicle type’ means a category of vehicles which do not differ in such essential respects as: 2.2.1. The maximum mass, as defined in paragraph 2.11 below; 2.2.2. The distribution of mass among the axles; 2.2.3. The maximum design speed; 2.2.4. A different type of braking equipment, with more particular reference to the presence or otherwise of equipment for braking a trailer or any presence of electric braking system; 2.2.5. The engine type; 2.2.6. The number and ratios of gears; 2.2.7. The final drive ratios; 2.2.8. The tyre dimensions.

2.3.

‘Braking equipment’ means the combination of parts whose function is progressively to reduce the speed of a moving vehicle or bring it to a halt, or to keep it stationary if it is already halted; these functions are specified in paragraph 5.1.2 below. The equipment consists of the control, the transmission, and the brake proper.

2.4.	‘Control’ means the part actuated directly by the driver to furnish to the transmission the energy required for braking or controlling it. This energy may be the muscular energy of the driver, or energy from another source controlled by the driver, or a combination of these various kinds of energy.

2.5.

‘Transmission’ means the combination of components comprised between the control and the brake and linking them functionally. The transmission may be mechanical, hydraulic, pneumatic, electric or mixed. Where the braking power is derived from or assisted by a source of energy independent of the driver, the reserve of energy in the system is likewise part of the transmission. The transmission is divided into two independent functions: the control transmission and the energy transmission. Whenever the term ‘transmission’ is used alone in this Regulation, it means both the ‘control transmission’ and the ‘energy transmission’: 2.5.1. ‘Control transmission’ means the combination of the components of the transmission which control the operation of the brakes, including the control function and the necessary reserve(s) of energy; 2.5.2. ‘Energy transmission’ means the combination of the components which supply to the brakes the necessary energy for their function, including the reserve(s) of energy necessary for the operation of the brakes.

2.6.

‘Brake’ means the part in which the forces opposing the movement of the vehicle develop. It may be a friction brake (when the forces are generated by friction between two parts of the vehicle moving relatively to one another); an electrical brake (when the forces are generated by electro-magnetic action between two parts of the vehicle moving relatively to but not in contact with one another); a fluid brake (when the forces are generated by the action of a fluid situated between two parts of the vehicle moving relatively to one another); or an engine brake (when the forces are derived from an artificial increase in the braking action, transmitted to the wheels, of the engine).

2.7.

‘Different types of braking equipment’ means equipment which differ in such essential respects as: 2.7.1. Components having different characteristics; 2.7.2. A component made of materials having different characteristics, or a component differing in shape or size; 2.7.3. A different assembly of the components.

2.8.	‘Component of the braking equipment’ means one of the individual parts which, when assembled, constitute the braking equipment.

2.9.

‘Progressive and graduated braking’ means braking during which, within the normal operating range of the device, and during actuation of the brakes (see paragraph 2.16 below): 2.9.1. The driver can at any moment increase or decrease the braking force by acting on the control; 2.9.2. The braking force varies proportionally as the action on the control (monotonic function); 2.9.3. The braking force can be easily regulated with sufficient precision.

2.10.

‘Laden vehicle’ means, except where otherwise stated, a vehicle so laden as to attain its ‘maximum mass’.

2.11.

‘Maximum mass’ means the maximum mass stated by the vehicle manufacturer to be technically permissible (this mass may be higher than the ‘permissible maximum mass’ laid down by the national administration).

2.12.

‘The distribution of mass among the axles’ means the distribution of the effect of the gravity on the mass of the vehicle and/or its contents among the axles.

2.13.

‘Wheel/axle load’ means the vertical static reaction (force) of the road surface in the contact area on the wheel/wheels of the axle.

2.14.

‘Maximum stationary wheel/axle load’ means the stationary wheel/axle load achieved under the condition of the laden vehicle.

2.15.

‘Hydraulic braking equipment with stored energy’ means a braking equipment where energy is supplied by a hydraulic fluid under pressure, stored in one or more accumulator(s) fed from one or more pressure pump(s), each fitted with a means of limiting the pressure to a maximum value. This value shall be specified by the manufacturer.

2.16.

‘Actuation’ means both application and release of the control.

2.17.

‘Electric regenerative braking’ means a braking system which, during deceleration, provides for the conversion of vehicle kinetic energy into electrical energy. 2.17.1. ‘Electric regenerative braking control’ means a device which modulates the action of the electric regenerative braking system; 2.17.2. ‘Electric regenerative braking system of category A’ means an electric regenerative braking system which is not part of the service braking system; 2.17.3. ‘Electric regenerative braking system of category B’ means an electric regenerative braking system which is part of the service braking system; 2.17.4. ‘Electric state of charge’ means the instantaneous ratio of electric quantity of energy stored in the traction battery relative to the maximum quantity of electric energy which could be stored in this battery; 2.17.5. ‘Traction battery’ means an assembly of accumulators constituting the storage of energy used for powering the traction motor(s) of the vehicle.

2.18.

‘Phased braking’ is a means which may be used where two or more sources of braking are operated from a common control, whereby one source may be given priority by phasing back the other source(s) so as to make increased control movement necessary before they begin to be brought into operation.

2.19.

‘Nominal value’ definitions for braking reference performance are required to put a value on the transfer function of the braking system, relating output to input for vehicles individually. 2.19.1. ‘Nominal value’ is defined as the characteristic which can be demonstrated at type approval and which relates the braking rate of the vehicle on its own to the level of the braking input variable.

2.20.

‘Automatically commanded braking’ means a function within a complex electronic control system where actuation of the braking system(s) or brakes of certain axles is made for the purpose of generating vehicle retardation with or without a direct action of the driver, resulting from the automatic evaluation of on-board initiated information.

2.21.

‘Selective braking’ means a function within a complex electronic control system where actuation of individual brakes is made by automatic means in which vehicle retardation is secondary to vehicle behaviour modification.

2.22.

‘Braking signal’: logic signal indicating brake activation as specified in paragraph 5.2.22 of this Regulation.

2.23.

‘Emergency braking signal’: logic signal indicating emergency braking as specified in paragraph 5.2.23 of this Regulation.

2.24.

‘Ackermann steer angle’ means the angle whose tangent is the wheelbase divided by the radius of the turn at a very low speed.

2.25.

‘Electronic Stability Control System’ or ‘ESC System’ means a system that has all of the following attributes: 2.25.1. That improves vehicle directional stability by at least having the ability to automatically control individually the braking torques of the left and right wheels on each axle (2) to induce a correcting yaw moment based on the evaluation of actual vehicle behaviour in comparison with a determination of vehicle behaviour demanded by the driver; 2.25.2. That is computer controlled with the computer using a closed-loop algorithm to limit vehicle oversteer and to limit vehicle understeer based on the evaluation of actual vehicle behaviour in comparison with a determination of vehicle behaviour demanded by the driver; 2.25.3. That has a means to determine directly the value of the vehicle’s yaw rate and to estimate its side-slip or side-slip derivative with respect to time; 2.25.4. That has a means to monitor driver steering inputs; and 2.25.5. That has an algorithm to determine the need, and a means to modify propulsion torque, as necessary, to assist the driver in maintaining control of the vehicle.

2.26.

‘Lateral acceleration’ means the component of the acceleration vector of a point in the vehicle perpendicular to the vehicle x axis (longitudinal) and parallel to the road plane.

2.27.

‘Oversteer’ means a condition in which the vehicle’s yaw rate is greater than the yaw rate that would occur at the vehicle’s speed as a result of the Ackermann steer angle.

2.28.

‘Side-slip or side-slip angle’ means the arctangent of the ratio of the lateral velocity to the longitudinal velocity of the centre of gravity of the vehicle.

2.29.

‘Understeer’ means a condition in which the vehicle’s yaw rate is less than the yaw rate that would occur at the vehicle’s speed as a result of the Ackermann steer angle.

2.30.

‘Yaw rate’ means the rate of change of the vehicle’s heading angle measured in degrees/second of rotation about a vertical axis through the vehicle’s centre of gravity.

2.31.

‘Peak braking coefficient (PBC)’: means the measure of tyre to road surface friction based on the maximum deceleration of a rolling tyre.

2.32.

‘Common space’ means an area on which more than one tell-tale, indicator, identification symbol, or other message may be displayed but not simultaneously.

2.33.

‘Static stability factor’ means one-half the track width of a vehicle divided by the height of its centre of gravity, also expressed as SSF = T/2H, where: T = track width (for vehicles with more than one track width the average is used; for axles with dual wheels, the outer wheels are used when calculating ‘T’) and H = height of the centre of gravity of the vehicle.

2.34.

‘Brake Assist System (BAS)’ means a function of the braking system that deduces an emergency braking event from a characteristic of the driver’s brake demand and, under such conditions: (a) Assists the driver to deliver the maximum achievable braking rate; or (b) Is sufficient to cause full cycling of the Anti-lock Braking System. 2.34.1. ‘Category A Brake Assist System’ means a system which detects an emergency braking condition based primarily (3) on the brake pedal force applied by the driver; 2.34.2. ‘Category B Brake Assist System’ means a system which detects an emergency braking condition based primarily (3) on the brake pedal speed applied by the driver;

2.35.

‘Identification code’ identifies the brake discs or brake drums covered by the braking system approval according to this regulation. It contains at least the manufacturer’s trade name or trademark and an identification number.

3.   APPLICATION FOR APPROVAL

3.1.

The application for approval of a vehicle type with regard to braking shall be submitted by the vehicle manufacturer or by his duly accredited representative.

3.2.

It shall be accompanied by the under-mentioned documents in triplicate and by the following particulars: 3.2.1. A description of the vehicle type with regard to the items specified in paragraph 2.2 above. The numbers and/or symbols identifying the vehicle type and the engine type shall be specified; 3.2.2. A list of the components, duly identified, constituting the braking equipment; 3.2.3. A diagram of assembled braking equipment and an indication of the position of its components on the vehicle; 3.2.4. Detailed drawings of each component to enable it to be easily located and identified.

3.3.

A vehicle, representative of the vehicle type to be approved, shall be submitted to the Technical Service conducting the approval tests.

4.   APPROVAL

4.1.

If the vehicle type submitted for approval pursuant to this Regulation meets the requirements of paragraphs 5 and 6 below, approval of that vehicle type shall be granted.

4.2.

An approval number shall be assigned to each type approved, its first two digits shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party shall not assign the same number to the same vehicle type equipped with another type of braking equipment, or to another vehicle type.

4.3.

Notice of approval or of refusal of approval of a vehicle type pursuant to this Regulation shall be communicated to the Parties to the Agreement which apply this Regulation by means of a form conforming to the model in Annex 1 to this Regulation and of a summary of the information contained in the documents referred to in paragraphs 3.2.1 to 3.2.4 above, the drawings supplied by the applicant for approval being in a format not exceeding A4 (210 × 297 mm), or folded to that format, and on an appropriate scale.

4.4.

There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation, an international approval mark consisting of: 4.4.1. A circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval (4), and of 4.4.2. The number of this Regulation, followed by the letter ‘R’, a dash and the approval number to the right of the circle prescribed in paragraph 4.4.1 above. 4.4.3. 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 to the right of the letter ‘R’ mentioned in paragraph 4.4.2 above. 4.4.4. In the case of vehicles complying with the Vehicle Stability Function requirements of Annex 21 to Regulation No 13 and the Brake Assist System requirements of Annex 9 to this Regulation, the additional letters ‘VSF’ shall be placed immediately to the right of the letter ‘R’ mentioned in paragraph 4.4.2 above.

4.5.

If the vehicle conforms to a vehicle type approved under one or more other Regulations, annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.4.1 above, need not be repeated; in such a case, the Regulation and approval numbers and the additional symbols of all the regulations under which approval has been granted in the country which has granted approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.1 above.

4.6.

The approval mark shall be clearly legible and be indelible.

4.7.

The approval mark shall be placed close to or on the vehicle data plate.

4.8.

Annex 2 to this Regulation gives examples of arrangements of approval marks.

5.   SPECIFICATIONS

5.1.   General

5.1.1.   Braking equipment

5.1.1.1.   The braking equipment shall be so designed, constructed and fitted as to enable the vehicle in normal use, despite the vibration to which it may be subjected, to comply with the provisions of this Regulation.

5.1.1.2.   In particular, the braking equipment shall be so designed, constructed and fitted as to be able to resist the corroding and ageing phenomena to which it is exposed.

5.1.1.3.   Brake linings shall not contain asbestos.

5.1.1.4.   The effectiveness of the braking equipment shall not be adversely affected by magnetic or electrical fields. (This shall be demonstrated by compliance with Regulation No 10, 02 series of amendments.)

5.1.1.5.   A failure detection signal may interrupt momentarily (< 10 ms) the demand signal in the control transmission, provided that the braking performance is thereby not reduced.

5.1.2.   Functions of the braking equipment

The braking equipment defined in paragraph 2.3 of this Regulation shall fulfil the following functions:

5.1.2.1.   Service braking system

The service braking system shall make it possible to control the movement of the vehicle and to halt it safely, speedily and effectively, whatever its speed and load, on any up or down gradient. It shall be possible to graduate this braking action. The driver shall be able to achieve this braking action from his driving seat without removing his hands from the steering control.

5.1.2.2.   Secondary braking system

The secondary braking system shall make it possible by application of the service brake control to halt the vehicle within a reasonable distance in the event of failure of the service braking system. It shall be possible to graduate this braking action. The driver shall be able to achieve this braking action from his driving seat without removing his hands from the steering control. For the purposes of these provisions it is assumed that not more than one failure of the service braking system can occur at one time.

5.1.2.3.   Parking braking system

The parking braking system shall make it possible to hold the vehicle stationary on an up or down gradient even in the absence of the driver, the working parts being then held in the locked position by a purely mechanical device. The driver shall be able to achieve this braking action from his driving seat.

5.1.3.   The requirements of Annex 8 shall be applied to the safety aspects of all complex electronic vehicle control systems which provide or form part of the control transmission of the braking function including those which utilise the braking system(s) for automatically commanded braking or selective braking.

However, systems or functions, which use the braking system as the means of achieving a higher level objective, are subject to Annex 8 only insofar as they have a direct effect on the braking system. If such systems are provided, they shall not be deactivated during type approval testing of the braking system.

5.1.4.   Provisions for the periodic technical inspection of braking systems

5.1.4.1.   It shall be possible to assess the wear condition of the components of the service brake that are subject to wear, e.g. friction linings and drums/discs (in the case of drums or discs, wear assessment may not necessarily be carried out at the time of periodic technical inspection). The method by which this may be realised is defined in paragraph 5.2.11.2 of this Regulation.

5.1.4.2.   It shall be possible to verify, in a frequent and simple way, the correct operational status of those complex electronic systems which have control over braking. If special information is needed, this shall be made freely available.

5.1.4.2.1.   Where the operational status is indicated to the driver by warning signals, as specified in this Regulation, it shall be possible at a periodic technical inspection to confirm the correct operational status by visual observation of the warning signals following a power-on.

5.1.4.2.2.   At the time of type approval, the means implemented to protect against simple unauthorised modification of the operation to the verification means chosen by the manufacturer (e.g. warning signal) shall be confidentially outlined. Alternatively, this protection requirement is fulfilled when a secondary means of checking the correct operational status is available.

5.1.4.3.   It shall be possible to generate maximum braking forces under static conditions on a rolling road or roller brake tester.

5.2.   Characteristics of braking systems

5.2.1.   The set of braking systems with which a vehicle is equipped shall satisfy the requirements laid down for service, secondary and parking braking systems.

5.2.2.   The systems providing service, secondary and parking braking may have common components so long as they fulfil the following conditions:

5.2.2.1.

There shall be at least two controls, independent of each other and readily accessible to the driver from his normal driving position. Every brake control shall be designed such that it returns to the fully off position when released. This requirement shall not apply to a parking brake control when it is mechanically locked in an applied position;

5.2.2.2.

The control of the service braking system shall be independent of the control of the parking braking system;

5.2.2.3.

The effectiveness of the linkage between the control of the service braking system and the different components of the transmission systems shall not be liable to diminish after a certain period of use;

5.2.2.4.

The parking braking system shall be so designed that it can be actuated when the vehicle is in motion. This requirement may be met by the actuation of the vehicle’s service braking system, even partially, by means of an auxiliary control;

5.2.2.5.

Without prejudice to the requirements of paragraph 5.1.2.3 of this Regulation, the service braking system and the parking braking system may use common components in their transmission(s), provided that in the event of a failure in any part of the transmission(s) the requirements for secondary braking are still ensured;

5.2.2.6.

In the event of breakage of any component other than the brakes (as defined in paragraph 2.6 above) and the components referred to in paragraph 5.2.2.10 below, or of any other failure of the service braking system (malfunction, partial or total exhaustion of an energy reserve), that part of the service braking system which is not affected by the failure, shall be able to bring the vehicle to a halt in the conditions prescribed for secondary braking;

5.2.2.7.

If service braking is ensured by the action of the driver’s muscular energy assisted by one or more energy reserves, secondary braking shall, in the event of failure of that assistance, be capable of being ensured by the driver’s muscular energy assisted by the energy reserves, if any, which are unaffected by the failure, the force applied to the service brake control not exceeding the prescribed maximum;

5.2.2.8.

If the service braking force and transmission depend exclusively on the use, controlled by the driver, of an energy reserve, there shall be at least two completely independent energy reserves, each provided with its own transmission, likewise independent; each of them may act on the brakes of only two or more wheels so selected as to be capable of ensuring by themselves the prescribed degree of secondary braking without endangering the stability of the vehicle during braking; in addition, each of the aforesaid energy reserves shall be equipped with a warning device as defined in paragraph 5.2.14 below;

5.2.2.9.

If the service braking force and transmission depend exclusively on the use of an energy reserve, one energy reserve for the transmission is deemed to be sufficient, provided that the prescribed secondary braking is ensured by the action of the driver’s muscular energy acting on the service brake control and the requirements of paragraph 5.2.5 below are met;

5.2.2.10.

Certain parts, such as the pedal and its bearing, the master cylinder and its piston or pistons, the control valve, the linkage between the pedal and the master cylinder or the control valve, the brake cylinders and their pistons, and the lever-and-cam assemblies of brakes, shall not be regarded as liable to breakage if they are amply dimensioned, are readily accessible for maintenance, and exhibit safety features at least equal to those prescribed for other essential components (such as the steering linkage) of the vehicle. Any such part as aforesaid whose failure would make it impossible to brake the vehicle with a degree of effectiveness at least equal to that prescribed for secondary braking shall be made of metal or of a material with equivalent characteristics and shall not undergo notable distortion in normal operation of the braking systems.

5.2.3.   The failure of a part of a hydraulic transmission system shall be signalled to the driver by a device comprising a red tell-tale signal lighting up before or upon application of a differential pressure of not more than 15,5 bar between the active and failed brake equipment, measured at the master cylinder outlet and remaining lit as long as the failure persists and the ignition (start) switch is in the ‘On’ (run) position. However, a device comprising a red tell-tale signal lighting up when the fluid in the reservoir is below a certain level specified by the manufacturer is permitted. The tell-tale signal shall be visible even by daylight; the satisfactory condition of the signal shall be easily verifiable by the driver from the driver’s seat. The failure of a component of the device shall not entail total loss of the braking equipment’s effectiveness. Application of the parking brake shall also be indicated to the driver. The same tell-tale signal may be used.

5.2.4.   Where use is made of energy other than the muscular energy of the driver, there need not be more than one source of such energy (hydraulic pump, air compressor, etc.), but the means by which the device constituting that source is driven shall be as safe as practicable.

5.2.4.1.   In the event of failure in any part of the transmission of a braking system, the feed to the part not affected by the failure shall continue to be ensured if required for the purpose of halting the vehicle with the degree of effectiveness prescribed for secondary braking. This condition shall be met by means of devices which can easily be actuated when the vehicle is stationary, or by automatic means.

5.2.4.2.   Furthermore, storage devices located down-circuit of this device shall be such that in the case of a failure in the energy supply after four full-stroke actuations of the service brake control, under the conditions prescribed in paragraph 1.2 of Annex 4 to this Regulation, it is still possible to halt the vehicle at the fifth application, with the degree of effectiveness prescribed for secondary braking.

5.2.4.3.   However, for hydraulic braking systems with stored energy, these provisions can be considered to be met provided that the requirements of paragraph 1.3 of Annex 4 to this Regulation, are satisfied.

5.2.5.   The requirements of paragraphs 5.2.2, 5.2.3 and 5.2.4 above shall be met without the use of any automatic device of a kind such that its ineffectiveness might pass unnoticed through the fact that parts normally in a position of rest come into action only in the event of failure in the braking system.

5.2.6.   The service braking system shall act on all wheels of the vehicle and shall distribute its action appropriately among the axles.

5.2.7.   In the case of vehicles equipped with electric regenerative braking systems of category B, the braking input from other sources of braking, may be suitably phased to allow the electric regenerative braking system alone to be applied, provided that both the following conditions are met:

5.2.7.1.

Intrinsic variations in the torque output of the electrical regenerative braking system (e.g. as a result of changes in the electric state of charge in the traction batteries) are automatically compensated by appropriate variation in the phasing relationship as long as the requirements (5) of one of the following annexes to this Regulation are satisfied:   Annex 3, paragraph 1.3.2, or   Annex 6, paragraph 5.3 (including the case with the electric motor engaged), and

5.2.7.2.

Wherever necessary, to ensure that braking rate (3) remains related to the driver’s braking demand, having regard to the available tyre/road adhesion, braking shall automatically be caused to act on all wheels of the vehicle.

5.2.8.   The action of the service braking system shall be distributed between the wheels of one and the same axle symmetrically in relation to the longitudinal median plane of the vehicle.

Compensation and functions, such as anti-lock, which may cause deviations from this symmetrical distribution shall be declared.

5.2.8.1.   Compensation by the electric control transmission for deterioration or defect within the braking system shall be indicated to the driver by means of the yellow warning signal specified in paragraph 5.2.21.1.2 below. This requirement shall apply for all conditions of loading when compensation exceeds the following limits:

5.2.8.1.1.

A difference in transverse braking pressures on any axle: (a) Of 25 per cent of the higher value for vehicle decelerations ≥ 2 m/sec2, (b) a value corresponding to 25 per cent at 2 m/sec2 for decelerations below this rate.

5.2.8.1.2.

An individual compensating value on any axle: (a) > 50 per cent of the nominal value for vehicle decelerations ≥ 2 m/sec2, (b) a value corresponding to 50 per cent of the nominal value at 2 m/sec2 for decelerations below this rate.

5.2.8.2.   Compensation as defined above, is permitted only when the initial brake application is made at vehicle speeds greater than 10 km/h.

5.2.9.   Malfunctions of the electric control transmission shall not apply the brakes contrary to the driver’s intentions.

5.2.10.   The service, secondary and parking braking systems shall act on braking surfaces connected to the wheels through components of adequate strength.

Where braking torque for a particular axle or axles is provided by both a friction braking system and an electrical regenerative braking system of category B, disconnection of the latter source is permitted, providing that the friction braking source remains permanently connected and able to provide the compensation referred to in paragraph 5.2.7.1 above.

However, in the case of short disconnection transients, incomplete compensation is accepted, but within 1s, this compensation shall have attained at least 75 per cent of its final value.

Nevertheless, in all cases, the permanently connected friction braking source shall ensure that both the service and secondary braking systems continue to operate with the prescribed degree of effectiveness.

Disconnection of the braking surfaces of the parking braking system shall be permitted only on condition that the disconnection is controlled exclusively by the driver from his driving seat, by a system incapable of being brought into action by a leak.

5.2.11.   Wear of the brakes shall be capable of being easily taken up by means of a system of manual or automatic adjustment. In addition, the control and the components of the transmission and of the brakes shall possess a reserve of travel and, if necessary, suitable means of compensation such that, when the brakes become heated, or the brake linings have reached a certain degree of wear, effective braking is ensured without immediate adjustment being necessary.

5.2.11.1.   Wear adjustment shall be automatic for the service brakes. Automatic wear adjustment devices shall be such that after heating followed by cooling of the brakes, effective braking is still ensured. In particular the vehicle shall remain capable of normal running after the tests conducted in accordance with Annex 3, paragraph 1.5 (Type-I test).

5.2.11.2.   Checking the wear of the service brake friction components

5.2.11.2.1.   It shall be possible to easily assess this wear on service brake linings from the outside or underside of the vehicle, without the removal of the wheels, by the provision of appropriate inspection holes or by some other means. This may be achieved by utilising simple standard workshop tools or common inspection equipment for vehicles.

Alternatively, a sensing device per wheel (twin wheels are considered as a single wheel), which will warn the driver at his driving position when lining replacement is necessary, is acceptable. In the case of an optical warning, the yellow warning signal specified in paragraph 5.2.21.1.2 below may be used.

5.2.11.2.2.   Assessment of the wear condition of the friction surfaces of brake discs or drums may only be performed by direct measurement of the actual component or examination of any brake disc or drum wear indicators, which may necessitate some level of disassembly. Therefore, at the time of type approval, the vehicle manufacturer shall define the following:

(a)	The method by which wear of the friction surfaces of drums and discs may be assessed, including the level of disassembly required and the tools and process required to achieve this.

(b)	Information defining the maximum acceptable wear limit at the point at which replacement becomes necessary.

This information shall be made freely available, e.g. vehicle handbook or electronic data record.

5.2.12.   In hydraulic-transmission braking systems, the filling ports of the fluid reservoirs shall be readily accessible; in addition, the receptacles containing the reserve fluid shall be so designed and constructed that the level of the reserve fluid can be easily checked without the receptacles having to be opened, and the minimum total reservoir capacity is equivalent to the fluid displacement resulting when all the wheel cylinders or calliper pistons serviced by the reservoirs move from a new lining, fully retracted position to a fully worn, fully applied position. If these latter conditions are not fulfilled, the red warning signal specified in paragraph 5.2.21.1.1 below shall draw the driver’s attention to any fall in the level of reserve fluid liable to cause a failure of the braking system.

5.2.13.   The type of fluid to be used in hydraulic transmission braking systems shall be identified by the symbol in accordance with Figure 1 or 2 of Standard ISO 9128:2006 and the appropriate DOT marking (e.g. DOT 3). The symbol and the marking shall be affixed in a visible position in indelible form within 100 mm of the filling ports of the fluid reservoirs; additional information may be provided by the manufacturer.

5.2.14.   Warning device

5.2.14.1.   Any vehicle fitted with a service brake actuated from an energy reservoir shall, where the prescribed secondary braking performance cannot be obtained by means of this brake without the use of the stored energy, be provided with a warning device, giving an optical or acoustic signal when the stored energy, in any part of the system, falls to a value at which without re-charging of the reservoir and irrespective of the load conditions of the vehicle, it is possible to apply the service brake control a fifth time after four full-stroke actuations and obtain the prescribed secondary braking performance (without faults in the service brake transmission device and with the brakes adjusted as closely as possible). This warning device shall be directly and permanently connected to the circuit. When the engine is running under normal operating conditions and there are no faults in the braking system, as is the case in type approval tests, the warning device shall give no signal except during the time required for charging the energy reservoir(s) after start-up of the engine. The red warning signal specified in paragraph 5.2.21.1.1 below shall be used as the optical warning signal.

5.2.14.2.   However, in the case of vehicles which are only considered to comply with the requirements of paragraph 5.2.4.1 of this Regulation by virtue of meeting the requirements of paragraph 1.3 of Annex 4 to this Regulation, the warning device shall consist of an acoustic signal in addition to an optical signal. These devices need not operate simultaneously, provided that each of them meets the above requirements and the acoustic signal is not actuated before the optical signal. The red warning signal specified in paragraph 5.2.21.1.1 below shall be used as the optical warning signal.

5.2.14.3.   This acoustic device may be rendered inoperative while the parking brake is applied and/or, at the choice of the manufacturer, in the case of automatic transmission the selector is in the ‘Park’ position.

5.2.15.   Without prejudice to the requirements of paragraph 5.1.2.3 above, where an auxiliary source of energy is essential to the functioning of a braking system, the reserve of energy shall be such as to ensure that, if the engine stops or in the event of a failure of the means by which the energy source is driven, the braking performance remains adequate to bring the vehicle to a halt in the prescribed conditions. In addition, if the muscular effort applied by the driver to the parking braking system is reinforced by a servo device, the actuation of parking braking shall be ensured in the event of a failure of the servo device, if necessary by using a reserve of energy independent of that normally supplying the servo device. This reserve of energy may be that intended for the service braking system.

5.2.16.   The pneumatic/hydraulic auxiliary equipment shall be supplied with energy in such a way that during its operation the prescribed deceleration values can be reached and that even in the event of damage to the source of energy the operation of the auxiliary equipment cannot cause the reserves of energy feeding the braking systems to fall below the level indicated in paragraph 5.2.14 above.

5.2.17.   In the case of a motor vehicle equipped to tow a trailer with electric service brakes, the following requirements shall be met:

5.2.17.1.

The power supply (generator and battery) of the motor vehicle shall have a sufficient capacity to provide the current for an electric braking system. With the engine running at the idling speed recommended by the manufacturer and all electrical devices supplied by the manufacturer as standard equipment of the vehicle switched on, the voltage in the electrical lines shall at maximum current consumption of the electrical braking system (15 A) not fall below the value of 9,6 V measured at the connection. The electrical lines shall not be capable of short circuiting even when overloaded;

5.2.17.2.

In the event of a failure in the motor vehicle’s service braking system, where that system consists of at least two independent units, the unit or units not affected by the failure shall be capable of partially or fully actuating the brakes of the trailer;

5.2.17.3.

The use of the stop-lamp switch and circuit for actuating the electrical braking system is permissible only if the actuating line is connected in parallel with the stop-lamp and the existing stop-lamp switch and circuit are capable of taking the extra load.

5.2.18.   Additional requirements for vehicles equipped with electric regenerative braking systems.

5.2.18.1.   Vehicles fitted with an electric regenerative braking system of category A.

5.2.18.1.1.   The electric regenerative braking shall only be activated by the accelerator control and/or the gear neutral position.

5.2.18.2.   Vehicles fitted with an electric regenerative braking system of category B.

5.2.18.2.1.   It shall not be possible to disconnect, partially or totally, one part of the service braking system other than by automatic means. This should not be construed as a departure from the requirements of paragraph 5.2.10 above;

5.2.18.2.2.   The service braking system shall have only one control device;

5.2.18.2.3.   The service braking system shall not be adversely affected by the disengagement of the motor(s) or by the gear ratio used;

5.2.18.2.4.   If the operation of the electric component of braking is ensured by a relation established between information coming from the control of the service brake and the braking force to the wheels which of it results, a failure of this relation leading to the non-respect of the prescriptions of distribution of braking among the axles (Annex 5 or 6, which is applicable) shall be warned to the driver by an optical warning signal at the latest when the control is actuated and having to remain lit as long as this defect exists and that the switch of ‘contact’ is in the position ‘Go’.

5.2.18.3.   For vehicles fitted with an electric regenerative braking system of either category, all the relevant prescriptions shall apply except paragraph 5.2.18.1.1 above. In this case, the electric regenerative braking may be actuated by the accelerator control and/or the gear neutral position. Additionally, the action on the service braking control shall not reduce the above braking effect generated by the release of the accelerator control.

5.2.18.4.   The operation of the electric braking shall not be adversely affected by magnetic or electric fields.

5.2.18.5.   For vehicles equipped with an anti-lock device, the anti-lock device shall control the electric braking system.

5.2.18.6.   The state of charge of the traction batteries is determined by the method set out in the Appendix to Annex 3 to this Regulation (6).

5.2.19.   Special additional requirements for the electric transmission of the parking braking system:

5.2.19.1.

In the case of a failure within the electric transmission, any unintended actuation of the parking braking system shall be prevented;

5.2.19.2.

In the case of an electrical failure in the control or a break in the wiring within the electric control transmission between the control and the ECU directly connected with it, excluding the energy supply, it shall remain possible to apply the parking braking system from the driver’s seat and thereby be capable of holding the laden vehicle stationary on an 8 per cent up or down gradient. Alternatively, in this case, an automatic actuation of the parking brake is allowed when the vehicle is stationary, provided that the above performance is achieved and, once applied, the parking brake remains engaged independently of the status of the ignition (start) switch. In this alternative, the parking brake shall be automatically released as soon as the driver starts to set the vehicle in motion again. The engine/manual transmission or the automatic transmission (park position) may be used to achieve or assist in achieving the above performance. 5.2.19.2.1. A break in the wiring within the electrical transmission, or an electrical failure in the control of the parking braking system shall be signalled to the driver by the yellow warning signal specified in paragraph 5.2.21.1.2. When caused by a break in the wiring within the electrical control transmission of the parking braking system, this yellow warning signal shall be signalled as soon as the break occurs. In addition, such an electrical failure in the control or break in the wiring external to the electronic control unit(s) and excluding the energy supply shall be signalled to the driver by flashing the red warning signal specified in paragraph 5.2.21.1.1 as long as the ignition (start) switch is in the ‘On’ (run) position including a period of not less than 10 seconds thereafter and the control is in the ‘on’ (activated) position. However, if the parking braking system detects correct clamping of the parking brake, the flashing of the red warning signal may be suppressed and the non-flashing red signal shall be used to indicate ‘parking brake applied’. Where actuation of the parking brake is normally indicated by a separate red warning signal, satisfying all the requirements of paragraph 5.2.21.2 below, this signal shall be used to satisfy the above requirement for a red signal.

5.2.19.3.

Auxiliary equipment may be supplied with energy from the electric transmission of the parking braking system provided that the supply of energy is sufficient to allow the actuation of the parking braking system in addition to the vehicle electrical load under non-fault conditions. In addition, where the energy reserve is also used by the service braking system, the requirements of paragraph 5.2.20.6 below shall apply.

5.2.19.4.

After the ignition/start switch which controls the electrical energy for the braking equipment has been switched off and/or the key removed, it shall remain possible to apply the parking braking system, whereas releasing shall be prevented.

5.2.20.   Special additional requirements for service braking systems with electric control transmission:

5.2.20.1.

With the parking brake released, the service braking system shall be able to fulfil the following requirements: (a) With the propulsion system on/off control in the ‘On’ (‘Run’) position, generate a static total braking force at least equivalent to that required by the Type-0 test for service braking performance as prescribed in paragraph 2.1 of Annex 3 to this Regulation, (b) During the first 60 seconds after the propulsion system on/off control has been deactivated to the ‘Off’ or ‘Lock’ position and/or the ignition key has been removed, three brake applications shall generate a static total braking force at least equivalent to that required by the Type-0 test for service braking performance as prescribed in paragraph 2.1 of Annex 3 to this Regulation, and (c) After the period mentioned above, or as from the fourth brake application within the 60 second period, whichever occurs first, generate a static total braking force at least equivalent to that required by the Type-0 test for secondary braking performance as prescribed in paragraph 2.2 of Annex 3 to this Regulation. It should be understood that sufficient energy is available in the energy transmission of the service braking system.

5.2.20.2.

In the case of a single temporary failure (< 40 ms) within the electric control transmission, excluding its energy supply (e.g. non-transmitted signal or data error), there shall be no distinguishable effect on the service braking performance.

5.2.20.3.

A failure within the electric control transmission (7), not including its energy reserve, that affects the function and performance of systems addressed in this Regulation shall be indicated to the driver by the red or yellow warning signal specified in paragraphs 5.2.21.1.1 and 5.2.21.1.2 below, respectively, as appropriate. When the prescribed service braking performance can no longer be achieved (red warning signal), failures resulting from a loss of electrical continuity (e.g. breakage, disconnection) shall be signalled to the driver as soon as they occur, and the prescribed secondary braking performance shall be fulfilled by operating the service braking control in accordance with paragraph 2.2 of Annex 3 to this Regulation.

5.2.20.4.

In the event of a failure of the energy source of the electric control transmission, starting from the nominal value of the energy level, the full control range of the service braking system shall be guaranteed after twenty consecutive full stroke actuations of the service braking control. During the test, the braking control shall be fully applied for 20 seconds and released for 5 seconds on each actuation. It should be understood that during the above test sufficient energy is available in the energy transmission to ensure full actuation of the service braking system. This requirement shall not be construed as a departure from the requirements of Annex 4.

5.2.20.5.

When the battery voltage falls below a value nominated by the manufacturer at which the prescribed service braking performance can no longer be guaranteed and/or which precludes at least two independent service braking circuits from each achieving the prescribed secondary braking performance, the red warning signal specified in paragraph 5.2.21.1.1 below shall be activated. After the warning signal has been activated, it shall be possible to apply the service braking control and obtain at least the secondary performance prescribed in paragraph 2.2 of Annex 3 to this Regulation. It should be understood that sufficient energy is available in the energy transmission of the service braking system.

5.2.20.6.

If auxiliary equipment is supplied with energy from the same reserve as the electric control transmission, it shall be ensured that, with the engine running at a speed not greater than 80 per cent of the maximum power speed, the supply of energy is sufficient to fulfil the prescribed deceleration values by either provision of an energy supply which is able to prevent discharge of this reserve when all auxiliary equipment is functioning or by automatically switching off pre-selected parts of the auxiliary equipment at a voltage above the critical level referred to in paragraph 5.2.20.5 above of this Regulation such that further discharge of this reserve is prevented. Compliance may be demonstrated by calculation or by a practical test. This paragraph does not apply to vehicles where the prescribed deceleration values can be reached without the use of electrical energy.

5.2.20.7.

If the auxiliary equipment is supplied with energy from the electric control transmission, the following requirements shall be fulfilled: 5.2.20.7.1. In the event of a failure in the energy source, whilst the vehicle is in motion, the energy in the reservoir shall be sufficient to actuate the brakes when the control is applied; 5.2.20.7.2. In the event of a failure in the energy source, whilst the vehicle is stationary and the parking braking system applied, the energy in the reservoir shall be sufficient to actuate the lights even when the brakes are applied.

5.2.21.   The general requirements for optical warning signals whose function is to indicate to the driver certain specified failures (or defects) within the braking equipment of the motor vehicle, are set out in the following subparagraphs. Other than as described in paragraph 5.2.21.5 below, these signals shall be used exclusively for the purposes prescribed by this Regulation.

5.2.21.1.   Motor vehicles shall be capable of providing optical brake failure and defect warning signals, as follows:

5.2.21.1.1.

A red warning signal, indicating failures defined elsewhere in this Regulation within the vehicle braking equipment which preclude achievement of the prescribed service braking performance and/or which preclude the functioning of at least one of two independent service braking circuits;

5.2.21.1.2.

Where applicable, a yellow warning signal indicating an electrically detected defect within the vehicle braking equipment, which is not indicated by the red warning signal described in paragraph 5.2.21.1.1 above.

5.2.21.2.   The warning signals shall be visible, even by daylight; the satisfactory condition of the signals shall be easily verifiable by the driver from the driver’s seat; the failure of a component of the warning devices shall not entail any loss of the braking system’s performance.

5.2.21.3.   Except where stated otherwise:

5.2.21.3.1.

A specified failure or defect shall be signalled to the driver by the above-mentioned warning signal(s) not later than on actuation of the relevant braking control;

5.2.21.3.2.

The warning signal(s) shall remain displayed as long as the failure/defect persists and the ignition (start) switch is in the ‘On’ (run) position; and

5.2.21.3.3.

The warning signal shall be constant (not flashing).

5.2.21.4.   The warning signal(s) mentioned above shall light up when the electrical equipment of the vehicle (and the braking system) is energised. With the vehicle stationary, the braking system shall verify that none of the specified failures or defects are present before extinguishing the signals. Specified failures or defects which should activate the warning signals mentioned above, but which are not detected under static conditions, shall be stored upon detection and be displayed at start-up and at all times when the ignition (start) switch is in the ‘On’ (run) position, as long as the failure or defect persists.

5.2.21.5.   Non specified failures (or defects), or other information concerning the brakes and/or running gear of the power-driven vehicle, may be indicated by the yellow signal specified in paragraph 5.2.21.1.2 above, provided that all the following conditions are fulfilled:

5.2.21.5.1.

The vehicle is stationary;

5.2.21.5.2.

After the braking equipment is first energised and the signal has indicated that, following the procedures detailed in paragraph 5.2.21.4 above, no specified failures (or defects) have been identified; and

5.2.21.5.3.

Non-specified faults or other information shall be indicated only by the flashing of the warning signal. However, the warning signal shall be extinguished by the time when the vehicle first exceeds 10 km/h.

5.2.22.   Generation of a braking signal to illuminate stop lamps.

5.2.22.1.   Activation of the service braking system by the driver shall generate a signal that will be used to illuminate the stop lamps.

5.2.22.2.   Activation of the service braking system by ‘automatically commanded braking’ shall generate the signal mentioned above. However, when the retardation generated is less than 0,7 m/s2, the signal may be suppressed (8).

5.2.22.3.   Activation of part of the service braking system by ‘selective braking’ shall not generate the signal mentioned above (9).

5.2.22.4.   Electric regenerative braking systems as defined in paragraph 2.17 of this Regulation, which produce a retarding force upon release of the accelerator control, shall generate the signal mentioned above according to the following provisions:

Vehicle decelerations	Signal generation
≤ 0,7 m/s2	The signal shall not be generated
> 0,7 m/s2 and ≤ 1,3 m/s2	The signal may be generated
> 1,3 m/s2	The signal shall be generated

In all cases the signal shall be de-activated at the latest when the deceleration has fallen below 0,7 m/s2  (8).

5.2.23.   When a vehicle is equipped with the means to indicate emergency braking, activation and de-activation of the emergency braking signal shall only be generated by the application of the service braking system when the following conditions are fulfilled (8):

5.2.23.1.

The signal shall not be activated when the vehicle deceleration is below 6 m/s2 but it may be generated at any deceleration at or above this value, the actual value being defined by the vehicle manufacturer. The signal shall be de-activated at the latest when the deceleration has fallen below 2,5 m/s2.

5.2.23.2.

The following conditions may also be used: (a) The signal may be generated from a prediction of the vehicle deceleration resulting from the braking demand respecting the activation and de-activation thresholds defined in paragraph 5.2.23.1 above; or (b) The signal may be activated at a speed above 50 km/h when the antilock system is fully cycling (as defined in paragraph 2 of Annex 6). The signal shall be deactivated when the antilock system is no longer fully cycling.

5.2.24.   Any vehicle fitted with an ESC system complying with paragraph 2.25 above shall meet the equipment, performance and test requirements contained in Part A of Annex 9 to this Regulation.

5.2.24.1.   As an alternative to the requirement of paragraph 5.2.24 above, vehicles of categories M1 and N1 with a mass in running order > 1 735 kg may be equipped with a vehicle stability function which includes roll-over control and directional control and meets the technical requirements of Annex 21 to Regulation No 13.

5.2.25.   Power-driven vehicles of category M1 and N1 equipped with temporary-use spare wheels/tyres shall satisfy the relevant technical requirements of Annex 3 to Regulation No 64.

6.   TESTS

Braking tests which the vehicles submitted for approval are required to undergo, and the braking performance required, are described in Annex 3 to this Regulation.

7.   MODIFICATION OF VEHICLE TYPE OR BRAKING SYSTEM AND EXTENSION OF APPROVAL

7.1.

Every modification of the vehicle type or of its braking system shall be notified to the Type Approval Authority which approved the vehicle type. That Authority may then either: 7.1.1. Consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case the vehicle still meets the requirements; or 7.1.2. Require a further report from the Technical Service responsible for carrying out the tests.

7.2.

Notice of confirmation, extension, or refusal of approval shall be communicated by the procedure specified in paragraph 4.3 above, to the Parties to the Agreement which apply this Regulation.

7.3.

The Type Approval Authority issuing the extension of approval shall assign a series of numbers to each communication form drawn up for such an extension.

8.   CONFORMITY OF PRODUCTION

The conformity of production procedures shall comply with those set out in the Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2) with the following requirements:

8.1.	A vehicle approved to this Regulation shall be so manufactured as to conform to the type approved by meeting the requirements set forth in paragraph 5 above.

8.2.	The Type Approval Authority which has granted type approval may at any time verify the conformity control methods applied in each production facility. The normal frequency of these verifications shall be once every two years.

9.   PENALTIES FOR NON-CONFORMITY OF PRODUCTION

9.1.

The approval granted in respect of a vehicle type pursuant to this Regulation may be withdrawn if the requirements laid down in paragraph 8.1 above are not complied with.

9.2.

If a Contracting Party to the Agreement which applies this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation by means of a copy of the communication form conforming to the model in Annex 1 to this Regulation.

10.   PRODUCTION DEFINITIVELY DISCONTINUED

If the holder of the approval completely ceases to manufacture a type of vehicle approved in accordance with this Regulation, he shall so inform the Type Approval Authority which granted the approval. Upon receiving the relevant communication, that Authority shall inform thereof the other Parties to the Agreement applying this Regulation by means of copies of a communication form conforming to the model in Annex 1 to this Regulation.

11.   NAMES AND ADDRESSES OF THE TECHNICAL SERVICES CONDUCTING APPROVAL TESTS, AND OF TYPE APPROVAL AUTHORITIES

The Parties to the Agreement applying this Regulation shall communicate to the United Nations secretariat the names and addresses of the Technical Services responsible for conducting approval tests and of the Type Approval Authorities which grant approval and to which forms, certifying approval or extension or refusal or withdrawal of approval, issued in other countries, are to be sent.

12.   TRANSITIONAL PROVISIONS

12.1.

As from the date of entry into force of Supplement 16 to this Regulation no Contracting Party applying this Regulation shall refuse to grant or refuse to accept Type Approvals to this Regulation as amended by Supplement 16.

12.2.

As from 24 months after the date of entry into force of Supplement 16 to this Regulation Contracting Parties applying this Regulation shall grant Type Approvals only if the vehicle type to be approved meets the requirements of this Regulation as amended by Supplement 16.

12.3.

Notwithstanding the provisions of paragraphs 12.1 and 12.2 above, Contracting Parties applying this Regulation shall continue to grant approvals to those vehicle types not fitted with a Vehicle Stability Function or ESC and BAS, that meet Annex 9 of this Regulation.

12.4.

Contracting Parties applying this Regulation shall not refuse to grant extensions of Type Approvals for existing types, regardless of whether they are fitted with a Vehicle Stability Function or ESC and BAS or not, on the basis of the provisions valid at the time of the original approval.

12.5.

Subject to the provisions of paragraph 12.6 below, even after the date of entry into force of Supplement 16 to this Regulation, Type Approvals to any Supplements of this Regulation shall remain valid and Contracting Parties applying this Regulation shall continue to accept them.

12.6.

Contracting Parties applying this Regulation shall not be obliged to accept, for the purpose of national or regional type approval, a Type Approval for those vehicle types not fitted with a Vehicle Stability Function or ESC and BAS.

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(1)  This Regulation offers an alternative set of requirements for category N1 vehicles to those contained in Regulation No 13. Contracting Parties that apply both Regulation No 13 and this Regulation recognise approvals to either Regulation as equally valid. M1 and N1 categories of vehicles are defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3.), document ECE/TRANS/WP.29/78/Rev.3, paragraph 2 — www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html

(2)  An axle group shall be treated as a single axle and dual wheels shall be treated as a single wheel.

(3)  As declared by the vehicle manufacturer.

(4)  The distinguishing numbers of the Contracting Parties to the 1958 Agreement are reproduced in Annex 3 to the Consolidated Resolution on the Construction of Vehicles (R.E.3), document ECE/TRANS/WP.29/78/Rev. 3, Annex 3 — www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html

(5)  The Type Approval Authority, which is to grant approval, shall have the right to check the service braking system by additional vehicle test procedures.

(6)  By agreement with the Technical Service, state of charge assessment will not be required for vehicles, which have an on-board energy source for charging the traction batteries and the means for regulating their state of charge.

(7)  Until uniform test procedures have been agreed, the manufacturer shall provide the Technical Service with an analysis of potential failures within the control transmission and their effects. This information shall be subject to discussion and agreement between the Technical Service and the vehicle manufacturer.

(8)  At the time of type approval, compliance with this requirement shall be confirmed by the vehicle manufacturer.

(9)  During a ‘selective braking’ event, the function may change to ‘automatically commanded braking’.

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