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Effective Date: December 10, 2005
Mandatory Compliance Date: June 30, 2006
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Technical Standards Document
Number 105, Revision 4
Hydraulic and Electric Brake Systems
(Ce
document est aussi disponible en français.)
Introduction
As defined by section
12 of the Motor Vehicle Safety Act, a Technical Standards Document
(TSD) is a document that reproduces an enactment of a foreign government
(e.g. a Federal Motor Vehicle Safety Standard issued by the U.S. National
Highway Traffic Safety Administration). According to the Act, the Motor
Vehicle Safety Regulations may alter or override some provisions
contained in a TSD or specify additional requirements; consequently, it
is advisable to read a TSD in conjunction with the Act and its counterpart
Regulation. As a guide, where modifications have been made, the corresponding
clause number is indicated in the margin of the TSD within parentheses.
TSDs are revised from time to time in order to incorporate amendments
made to the reference document, at which time a Notice of Revision is
published in the Canada Gazette Part I. All TSDs are assigned
a revision number, with "Revision 0" designating the original version.
Identification of Changes
In order to facilitate the incorporation of a TSD, certain non-technical
changes may be made to the foreign enactment. These may include the deletion
of words, phrases, figures, or sections that do not apply under the Act
or Regulations, the conversion of imperial to metric units, the deletion
of superseded dates, and minor changes of an editorial nature. Additions
are underlined, and provisions that do not apply are stroked
through. Where an entire section has been deleted, it is replaced
by: "[CONTENT DELETED]". Changes are also made where there is
a reporting requirement or reference in the foreign enactment that does
not apply in Canada. For example, the name and address of the U.S. Department
of Transportation are replaced by those of the Department of Transport.
Effective Dates
The original version of a TSD comes into effect on the date that the regulation
in which it is first incorporated by reference is published in the Canada
Gazette Part II. Subsequent revisions of a TSD come into effect on the
date of publication of the Notice of Revision in the Canada Gazette
Part I. The Effective Date is that of the publication of the final
amendment or the notice of revision in the Canada Gazette. Compliance
with the requirements of a newly issued TSD is not mandatory until six months
following the effective date, during which time it is permissible to continue
to comply with the requirements of the previous Regulation or TSD. Manufacturers
and importers must comply with the requirements of a newly issued TSD as
of the Mandatory Compliance Date. Given that the new U.S. requirements upon
which this revision is based are not mandatory until June 30, 2006, the
usual grace period of six months has been extended. The Mandatory Compliance
Date of Revision 4 of this TSD is June 30, 2006. Official Version of
Technical Standards Documents
Technical Standards Documents may be consulted electronically in both HTML
and Portable Document Format (PDF) on the Department of Transport’s
Web site at www.tc.gc.ca/RoadSafety/mvstm_tsd/index_e.htm.
The PDF version is a replica of the TSD as published by the Department and
is to be used for the purposes of legal interpretation and application.
The HTML version is provided for information purposes only.
(Original signed by)
Director, Motor Vehicle Standards and Research
for the Minister of Transport,
Ottawa, Ontario
Technical Standards Document
Number 105, Revision 4
HYDRAULIC AND ELECTRIC BRAKE SYSTEMS
| The text of this document is based on the U.S. Code of Federal
Regulations, Title 49, Part 571, Federal Motor Vehicle Safety
Standard No. 105, Hydraulic and electric brake systems, revised as
of October 1, 2004, and the Final Rules published in the Federal
Register on December 17, 2004 (Vol. 69, No. 242, p. 75486) and
on June 30, 2005 (Vol. 70, No. 125, p. 37706). |
S1. Scope
This Technical Standards Document (TSD) standard specifies
requirements for hydraulic and electric service brake systems, and associated
parking brake systems.
S2. Purpose
The purpose of this TSD standard is to insure safe braking
performance under normal and emergency conditions.
|
(1)†
(2)
(3)
| S3. Application
[CONTENT DELETED] For applicability, see Schedule
III and section
105 of Schedule IV to the Motor Vehicle Safety Regulations.
S4. Definitions
* Antilock brake system or ABS means
a portion of a service brake system that automatically controls the degree
of rotational wheel slip during braking by:
(1) sensing the rate of angular rotation of the wheels;
(2) transmitting signals regarding the rate of wheel angular rotation
to one or more controlling devices which interpret those signals and generate
responsive controlling output signals; and
(3) transmitting those controlling signals to one or more modulators
which adjust brake actuating forces in response to those signals.
(dispositif de frein anti blocage ou ABS)
* Backup system means a portion
of a service brake system, such as a pump, that automatically supplies
energy, in the event of a primary brake power source failure
(système de secours)
* Brake power assist unit means
a device installed in a hydraulic brake system that reduces the operator
effort required to actuate the system, and that if inoperative does not
prevent the operator from braking the vehicle by a continued application
of muscular force on the service brake control. (unité
d'assistance de frein)
* Brake power unit means a device installed
in a brake system that provides the energy required to actuate the brakes,
either directly or indirectly through an auxiliary device, with the operator
action consisting only of modulating the energy application level.
(unité de servo-frein)
Directly controlled wheel means a wheel for which the degree
of rotational wheel slip is sensed, either at that wheel or on the axle
shaft for that wheel, and corresponding signals are transmitted to one
or more modulators that adjust the brake actuating forces at that wheel.
Each modulator may also adjust the brake actuating forces at other wheels
that are on the same axle or in the same axle set in response to the same
signal or signals. (roue commandée directement)
Electric vehicle or EV means a motor vehicle that is powered
by an electric motor drawing current from rechargeable storage batteries,
fuel cells, or other portable sources of electrical current, and which
may include a non-electrical source of power designed to charge batteries
and components thereof. (véhicule électrique ou EV)
Electrically actuated service brakes means service brakes that
utilize electrical energy to actuate the foundation brakes. (freins
de service électriques)
Full brake application means a brake application in which the
force on the brake pedal reaches 667.2 N (150 lb.) within 0.3 seconds
from the point of application of force to the brake control. (application
complète des freins)
* Hydraulic brake system means a system
that uses hydraulic fluid as a medium for transmitting force from a service
brake control to the service brake, and that may incorporate a brake power
assist unit, or a brake power unit.(système de freinage
hydraulique)
Indirectly controlled wheel means a wheel at which the degree
of rotational wheel slip is not sensed, but at which the modulator of
an antilock braking system adjusts its brake actuating forces in response
to signals from one or more sensed wheels. (roue commandée indirectement)
Initial brake temperature means the average temperature of the
service brakes on the hottest axle of the vehicle 0.32 km (0.2
mi.) before any brake application. (température initiale des
freins)
Lightly loaded vehicle mass weight means:
(a) For vehicles with a GVWR of 4 536 kg (10,000 lb.) or less,
unloaded vehicle weight plus 181.4 kg (400 lb.) (including driver
and instrumentation);
(b) For vehicles with a GVWR greater than 4 536 kg (10,000 lb.),
unloaded vehicle weight plus 226.8 kg (500 lb.) (including driver
and instrumentation). (masse poids du véhicule
avec charge légère)
Maximum drive-through speed means the highest possible constant
speed at which the vehicle can be driven through 61 m (200 feet)
of a 152.4-m (500-foot) radius curve arc without leaving the 3.66-m
(12-foot) lane. (vitesse maximale en virage)
* Motor home means a motor vehicle with motive power that is
designed to provide temporary residential accommodations, as evidenced
by the presence of at least four of the following facilities: cooking;
refrigeration or ice box; self-contained toilet; heating and/or air conditioning;
a potable water supply system including a faucet and a sink; and a separate
110-125 volt electric power supply and/or an LP gas supply. (autocaravane)
Parking mechanism means a component or subsystem of the drive
train that locks the drive train when the transmission control is placed
in a parking or other gear position and the ignition key is removed. (dispositif
de stationnement)
Peak friction coefficient or PFC means the ratio of the
maximum value of braking test wheel longitudinal force to the simultaneous
vertical force occurring prior to wheel lockup, as the braking torque
is progressively increased. (coefficient maximal de friction ou
PFC)
Pressure component means a brake system component that contains
the brake system fluid and controls or senses the fluid pressure. (élément
sous pression)
Regenerative braking system or RBS means an electrical
energy system that is installed in an EV for recovering or dissipating
kinetic energy, and which uses the propulsion motor(s) as a retarder for
partial braking of the EV while returning electrical energy to the propulsion
batteries or dissipating electrical energy. (système de freinage
à récupération ou RBS)
Skid number means the frictional resistance of a pavement measured
in accordance with American Society for Testing and Materials (ASTM) Method
E 274-70 (as revised July 1974) at 64.4 km/h (40 mph), omitting
water delivery as specified in paragraphs 7.1 and 7.2 of that method.
(coefficient de glissance)
* Snub means the braking deceleration of a vehicle from a higher
reference speed to a lower reference speed that is greater than zero.
(ralentissement)
* Spike stop means a stop resulting from the application of
200 lbs of force on the service brake control in 0.08 s. (arrêt
d'urgence)
* Split service brake system means a brake system consisting
of two or more subsystems actuated by a single control, designed so that
a single failure in any subsystem (such as a leakage-type failure of a
pressure component of a hydraulic subsystem except structural failure
of a housing that is common to two or more subsystems, or an electrical
failure in an electric subsystem) does not impair the operation of any
other subsystem. (système de frein de service partagé)
* Stopping distance means the distance traveled by a vehicle
from the point of application of force to the brake control to the point
at which the vehicle reaches a full stop. (distance d’arrêt)
Tandem axle means a group of two or more axles placed in close
arrangement, one behind the other, with the centerlines of adjacent axles
not more than 1.83 m (72 in.) apart. (essieu tandem)
* Variable brake proportioning system means a system that has
one or more proportioning devices which automatically change the brake
pressure ratio between any two or more wheels to compensate for changes
in wheel loading due to static load changes and/or dynamic weight transfer,
or due to deceleration. (compensateur de freinage)
S5. Requirements
S5.1 Service brake systems
Each vehicle must be equipped with a service brake system acting on
all wheels. Wear of the service brake must be compensated for by means
of a system of automatic adjustment. Each passenger car and each multipurpose
passenger vehicle, truck, and bus with a GVWR of 4 536 kg (10,000
lb.) or less must be capable of meeting the requirements of S5.1.1 through
S5.1.6 under the conditions prescribed in S6, when tested according to
the procedures and in the sequence set forth in S7. Each school bus with
a GVWR greater than 4 536 kg (10,000 lb.) must be capable of meeting
the requirements of S5.1.1 through S5.1.5 and S5.1.7 under the conditions
specified in S6, when tested according to the procedures and in the sequence
set forth in S7. Each multipurpose passenger vehicle, truck, and bus (other
than a school bus) with a GVWR greater than 4 536 kg (10,000 lb.)
must be capable of meeting the requirements of S5.1.1, S5.1.2, S5.1.3,
and S5.1.7 under the conditions specified in S6, when tested according
to the procedures and in the sequence set forth in S7. Except as noted
in S5.1.1.2 and S5.1.1.4, if a vehicle is incapable of attaining a speed
specified in S5.1.1, S5.1.2, S5.1.3, or S5.1.6, its service brakes must
be capable of stopping the vehicle from the multiple of 8.05 km/h
(5 mph) that is 6.44 to 12.88 km/h (4 to 8 mph) less than the speed
attainable in 3.2 km (2 mi.), within distances that do not exceed
the corresponding distances specified in Table II. If a vehicle is incapable
of attaining a speed specified in S5.1.4 in the time or distance interval
set forth, it must be tested at the highest speed attainable in the time
or distance interval specified.
|
| S5.1.1 Stopping distance
(a) The service brakes shall be capable of stopping each vehicle with
a GVWR of less than 3 629 kg (8,000 lb.), and each school bus with
a GVWR between 3 629 kg (8,000 lb.) and 4 536 kg (10,000 lb.),
in four effectiveness tests within the distances and from the speeds specified
in S5.1.1.1, S5.1.1.2, S5.1.1.3, and S5.1.1.4. (b) The service
brakes shall be capable of stopping each vehicle with a GVWR of between
3 629 kg (8,000 lb.) and 4 536 kg (10,000 lb.), other than
a school bus, in three effectiveness tests within the distances and from
the speeds specified in S5.1.1.1, S5.1.1.2, and S5.1.1.4.(c)
The service brakes shall be capable of stopping each vehicle with a GVWR
greater than 4 536 kg (10,000 lb.) in two effectiveness tests within
the distances and from the speeds specified in S5.1.1.2 and S5.1.1.3. Each
school bus with a GVWR greater than 4 536 kg (10,000 lb.) manufactured
after January 12, 1996, and before March 1, 1999, and which is equipped
with an antilock brake system may comply with paragraphs S5.1.1.2 and S5.5.1
rather than the first effectiveness test, as specified in S5.1.1.1. Each
school bus with a GVWR greater than 4 536 kg (10,000 lb.) manufactured
on or after March 1, 1999, shall be capable of meeting the requirements
of S5.1.1 through S5.1.5, under the conditions prescribed in S6, when tested
according to the procedures and in the sequence set forth in S7.
S5.1.1.1 In the first (preburnished) effectiveness test, the
vehicle shall be capable of stopping from 48.3 km/h (30 mph) and
96.6 km/h (60 mph) within the corresponding distances specified
in Column I of Table II.
S5.1.1.2 In the second effectiveness test, each vehicle with
a GVWR of 4 536 kg (10,000 lb.) or less and each school bus with
a GVWR greater than 4 536 kg (10,000 lb.) shall be capable of stopping
from 48.3 km/h and 96.6 km/h (30 mph and 60 mph), and each vehicle
with a GVWR greater than 4 536 kg (10,000 lb.) (other than a school
bus) shall be capable of stopping from 96.6 km/h (60 mph), within
the corresponding distances specified in Column II of Table II. If the
speed attainable in 3.2 km (2 mi.) is not less than 135.2 km/h
(84 mph), a passenger car or other vehicle with a GVWR of 4 536 kg
(10,000 lb.) or less shall also be capable of stopping from 128.8 km/h
(80 mph) within the corresponding distances specified in Column II of
Table II.
S5.1.1.3 In the third effectiveness test, the vehicle shall be
capable of stopping at lightly loaded vehicle mass weight
from 96.6 km/h (60 mph) within the corresponding distance specified
in Column III of Table II.
S5.1.1.4 In the fourth effectiveness
test, a vehicle with a GVWR of 4 536 kg (10,000 lb.) or less shall
be capable of stopping from 48.3 and 96.6 km/h (30 and 60 mph)
within the corresponding distances specified in Column I of Table II.
If the speed attainable in 3.2 km (2 mi.) is not less than 135.2
km/h (84 mph), a passenger car, or other vehicle with a GVWR of 4
536 kg (10,000 lb.) or less, shall also be capable of stopping from
128.8 km/h (80 mph) within the corresponding distance specified
in Column I of Table II. If the speed attainable in 3.2 km (2 mi.)
is not less than 159.3 km/h (99 mph), a passenger car shall, in
addition, be capable of stopping from the applicable speed indicated below,
within the corresponding distance specified in Column I of Table II.
| Speed Attainable
in 3.2 km (2 mi.)
| Required to
Stop From |
Not less than 159.3 km/h (99 mph) but less than 167.4 km/h
(104 mph)
167.4 km/h (104 mph) or more
|
153 km/h (95 mph)
161 km/h (100 mph)
|
|
|
| For an EV, the speed attainable in 3.2
km (2 mi.) is determined with the propulsion batteries at a state
of charge of not less than 95 percent at the beginning of the run.
S5.1.2 Partial failure
S5.1.2.1 In vehicles manufactured with a split service brake
system, in the event of a rupture or leakage type of failure in a single
subsystem, other than a structural failure of a housing that is common
to two or more subsystems, the remaining portion(s) of the service brake
system shall continue to operate and shall be capable of stopping a vehicle
from 96.6 km/h (60 mph) within the corresponding distance specified
in Column IV of Table II.
S5.1.2.2 In vehicles not manufactured with a split service brake
system, in the event of any one rupture or leakage type of failure in
any component of the service brake system, the vehicle shall, by operation
of the service brake control, be capable of stopping 10 times consecutively
from 96.6 km/h (60 mph) within the corresponding distance specified
in Column IV of Table II.
S5.1.2.3 For a vehicle manufactured with a service brake system
in which the brake signal is transmitted electrically between the brake
pedal and some or all of the foundation brakes, regardless of the means
of actuation of the foundation brakes, the vehicle shall be capable of
stopping from 96.6 km/h (60 mph) within the corresponding distance
specified in Column IV of Table II with any single failure in any circuit
that electrically transmits the brake signal, and with all other systems
intact.
S5.1.2.4 For an EV manufactured with a service brake system that
incorporates RBS, the vehicle shall be capable of stopping from 96.6
km/h (60 mph) within the corresponding distance specified in Column
IV of Table II with any single failure in the RBS, and with all other
systems intact.
S5.1.3 Inoperative brake power assist unit or brake power
unit. A vehicle equipped with one or more brake power assist units
shall meet the requirements of either S5.1.3.1, S5.1.3.2, or S5.1.3.4
(chosen at the option of the manufacturer), and a vehicle equipped with
one or more brake power units shall meet the requirements of either S5.1.3.1,
S5.1.3.3, or S5.1.3.4 (chosen at the option of the manufacturer).
S5.1.3.1 A vehicle equipped with one or more brake power assist
units shall meet the requirements of either S5.1.3.1, S5.1.3.2, or S5.1.3.4
(chosen at the option of the manufacturer), and a vehicle equipped with
one or more brake power units shall meet the requirements of either S5.1.3.1,
S5.1.3.3, or S5.1.3.4 (chosen at the option of the manufacturer).
S5.1.3.2 Brake power assist units. The service brakes
on a vehicle equipped with one or more brake power assist units, with
one such unit inoperative, shall be capable of stopping a vehicle from
96.6 km/h (60 mph):
(a) In six consecutive stops at an average deceleration for each stop
that is not lower than that specified in Column I of Table III, when the
inoperative unit is not initially depleted of all reserve capability;
and
(b) In a final stop, at an average deceleration that is not lower than
2.13 m/s2 (7 fpsps) for passenger cars (equivalent stopping distance
168.9 m [554 ft.]) or 1.83 m/s2 (6 fpsps) for vehicles other
than passenger cars (equivalent stopping distance 197 m [646 ft.]),
as applicable, when the inoperative unit is depleted of all reserve capacity.
S5.1.3.3 Brake power units. The service brakes of a vehicle
equipped with one or more brake power units with an accumulator-type reserve
system, with any one failure in any one unit shall be capable of stopping
the vehicle from 96.6 km/h (60 mph):
(a) In 10 consecutive stops at an average deceleration for each stop
that is not lower than that specified in Column II of Table III, when
the unit is not initially depleted of all reserve capability; and
(b) In a final stop, at an average deceleration that is not lower than
2.13 m/s2 (7 fpsps) for passenger cars (equivalent stopping distance
168.9 m [554 ft.]) or 1.83 m/s2 (6 fpsps) for vehicles other
than passenger cars (equivalent stopping distance 197 m [646 ft.]),
as applicable, when the inoperative unit is depleted of all reserve capacity.
S5.1.3.4 Brake power assist and brake power units. The
service brakes of a vehicle equipped with one or more brake power assist
units or brake power units with a backup system, with one brake power
assist unit or brake power unit inoperative and depleted of all reserve
capability and with only the backup system operating in the failed subsystem,
shall be capable of stopping the vehicle from 96.6 km/h (60 mph)
in 15 consecutive stops at an average deceleration for each stop that
is not lower than 3.66 m/s2 (12 fpsps) (equivalent stopping
distance 98.5 m [323 ft.]).
S5.1.3.5 Electric brakes. Each vehicle with electrically
actuated service brakes (brake power unit) shall comply with the requirements
of S5.1.3.1 with any single electrical failure in the electrically actuated
service brakes and all other systems intact.
S5.1.4 Fade and recovery. The service brakes
shall be capable of stopping each vehicle in two fade and recovery tests
as specified below.
S5.1.4.1 The control force used for the baseline check stops
or snubs shall be not less than 44.5 N (10 lb.), nor more than
266.9 N (60 lb.), except that the control force for a vehicle with
a GVWR of 4 536 kg (10,000 lb.) or more may be between 44.5
N (10 lb.) and 400.3 N (90 lb.).
S5.1.4.2
(a) Each vehicle with GVWR of 4 536 kg (10,000 lb.) or less shall
be capable of making 5 fade stops (10 fade stops on the second test) from
96.6 km/h (60 mph) at a deceleration not lower than 4.57 m/s2
(15 fpsps) for each stop, followed by 5 fade stops at the maximum deceleration
attainable from 1.52 to 4.57 m/s2 (5 to 15 fpsps).
(b) Each vehicle with a GVWR greater than 4 536 kg (10,000 lb.)
shall be capable of making 10 fade snubs (20 fade snubs on the second
test) from 64.4 km/h to 32.2 km/h (40 mph to 20 mph) at 3.05
m/s2 (10 fpsps) for each snub.
S5.1.4.3
(a) Each vehicle with a GVWR of 4 536 kg (10,000 lb.) or less
shall be capable of making five recovery stops from 48.3 km/h (30
mph) at 3.05 m/s2 (10 fpsps) for each stop, with a control
force application that falls within the following maximum and minimum
limits:
(1) A maximum for the first four recovery stops of 667.2 N (150
lb.), and for the fifth stop, of 89 N (20 lb.) more than the average
control force for the baseline check; and
(2) A minimum of:
(A) The average control force for the baseline check minus 44.5 N
(10 lb.), or
(B) The average control force for the baseline check times 0.60, whichever
is lower (but in no case lower than 22.2 N [5 lb.]).
(b) Each vehicle with a GVWR of more than 4 536 kg (10,000 lb.)
shall be capable of making five recovery snubs from 64.4 km/h to 32.2
km/h (40 mph to 20 mph) at 3.05 m/s2 (10 fpsps)
for each snub, with a control force application that falls within the
following maximum and minimum limits:
(1) A maximum for the first four recovery snubs of 667.2 N (150
lb.), and for the fifth snub, of 89 N (20 lb.) more than the average
control force for the baseline check (but in no case more than 444.8
N [100 lb.]); and
(2) A minimum of:
(A) The average control force for the baseline check minus 44.5 N
(10 lb.), or
(B) The average control force for the baseline check times 0.60, whichever
is lower (but in no case lower than 22.2 N [5 lb.]).
S5.1.5 Water recovery. The service brakes shall
be capable of stopping each vehicle in a water recovery test, as specified
below.
S5.1.5.1 The control force used for the baseline check stops
or snubs shall be not less than 44.5 N (10 lb.), nor more than
266.9 N (60 lb.), except that the control force for a vehicle with
a GVWR of 4 536 kg (10,000 lb.) or more may be between 44.8
N and 400.3 N (10 lb. and 90 lb.).
S5.1.5.2
(a) After being driven for 2 minutes at a speed of 8.05 km/h (5
mph) in any combination of forward and reverse directions through a trough
having a water depth of 152.4 mm (6 in.), each vehicle with a GVWR
of 4 536 kg (10,000 lb.) or less shall be capable of making five
recovery stops from 48.3 km/h (30 mph) at 3.05 m/s2
(10 fpsps) for each stop with a control force application that falls within
the following maximum and minimum limits:
(1) A maximum for the first four recovery stops of 667.2 N (150
lb.), and for the fifth stop, of 200.2 N (45 lb.) more than the
average control force for the baseline check (but in no case more than
400.3 N [90 lb.]), except that the maximum control force
for the fifth stop in the case of a vehicle manufactured before September
1, 1976, shall be not more than plus 60 lb. of the average control force
for the baseline check (but in no case more than 110 lb.).
(2) A minimum of
(A) The average control force for the baseline check minus 44.5 N
(10 lb.), or
(B) The average control force for the baseline check times 0.60, whichever
is lower (but in no case lower than 22.2 N [5 lb.]).
(b) After being driven for 2 minutes at a speed of 8.05 km/h (5
mph) in any combination of forward and reverse directions through a trough
having a water depth of 152.4 mm (6 in.), each vehicle with a GVWR
of more than 4 536 kg (10,000 lb.) shall be capable of making five
recovery stops from 48.3 km/h (30 mph) at 3.05 m/s2
(10 fpsps) for each stop with a control force application that falls within
the following maximum and minimum limits:
(1) A maximum for the first four recovery stops of 667.2 N (150
lb.), and for the fifth stop, of 266.9 N (60 lb.) more than the
average control force for the baseline check (but in no case more than
489.3 N [110 lb.]); and
(2) A minimum of:
(A) The average control force for the baseline check minus 44.5 N
(10 lb.), or
(B) The average control force for the baseline check times 0.60, whichever
is lower (but in no case lower than 22.2 N [5 lb.]).
|
|
| S5.1.6 Spike stops.
Each vehicle with a GVWR of 4 536 kg (10,000 lb.) or less shall
be capable of making 10 spike stops from 48.3 km/h (30 mph), followed
by 6 effectiveness (check) stops from 96.6 km/h (60 mph), at least
one of which shall be within a corresponding stopping distance specified
in Column I of Table II. S5.1.7 Stability and control during braking.
When stopped four consecutive times under the conditions specified in
S6, each vehicle with a GVWR greater than 4 536 kg (10,000 lb.)
manufactured on or after July 1, 2005, and each vehicle with a GVWR greater
than 4 536 kg (10,000 lb.) manufactured in two or more stages on
or after July 1, 2006, shall stop from 48.3 km/h (30 mph) or 75
percent of the maximum drive-through speed, whichever is less, at least
three times within the 3.66 m (12-foot) lane, without any part
of the vehicle leaving the roadway. Stop the vehicle with the vehicle
at its lightly loaded vehicle mass weight, or
at the manufacturer's option, at its lightly loaded vehicle mass
weight plus not more than an additional 453.6 kg
(1,000 lb.) for a roll bar structure on the vehicle.
S5.2 Parking brake system
Each vehicle shall be manufactured with a parking brake system of a
friction type with a solely mechanical means to retain engagement, which
shall under the conditions of S6, when tested according to the procedures
specified in S7, meet the requirements specified in S5.2.1, S5.2.2, or
S5.2.3, as appropriate, with the system engaged:
(a) In the case of a vehicle with a GVWR of 4 536 kg (10,000 lb.) or
less, with a force applied to the control not to exceed 556 N (125
lb.) for a foot-operated system and 400.3 N (90 lb.) for a hand-operated
system; and
(b) In the case of a vehicle with a GVWR greater than 4 536 kg (10,000
lb.) with a force applied to the control not to exceed 667.2 N
(150 lb.) for a foot-operated system and 556 N (125 lb.) for a
hand-operated system.
S5.2.1 Except as provided in S5.2.2, the parking brake
system on a passenger car and on a school bus with a GVWR of 4 536
kg (10,000 lb.) or less shall be capable of holding the vehicle stationary
(to the limit of traction of the braked wheels) for 5 minutes, in both
a forward and reverse direction, on a 30 percent grade.
S5.2.2 A vehicle of a type described in S5.2.1, at the option
of the manufacturer, may meet the requirements of S5.2.2.1, S5.2.2.2,
and S5.2.2.3 instead of the requirements of S5.2.1 if:
(a) The vehicle has a transmission or transmission control which incorporates
a parking mechanism, and
(b) The parking mechanism must be engaged before the ignition key can
be removed.
S5.2.2.1 The vehicle's parking brake and parking mechanism, when
both are engaged, shall be capable of holding the vehicle stationary (to
the limit of traction of the braked wheels) for 5 minutes, in both forward
and reverse directions, on a 30 percent grade.
S5.2.2.2 The vehicle's parking brake, with the parking mechanism
not engaged, shall be capable of holding the vehicle stationary for 5
minutes, in both forward and reverse directions, on a 20 percent grade.
S5.2.2.3 With the parking mechanism engaged and the parking brake
not engaged, the parking mechanism shall not disengage or fracture in
a manner permitting vehicle movement when the vehicle is impacted at each
end, on a level surface, by a barrier moving at 4.03 km/h (2.5
mph).
S5.2.3
(a) The parking brake system on a multipurpose passenger vehicle, truck,
or bus (other than a school bus) with a GVWR of 4 536 kg (10,000 lb.)
or less shall be capable of holding the vehicle stationary for 5 minutes,
in both forward and reverse directions, on a 20 percent grade.
(b) The parking brake system on a multipurpose passenger vehicle, truck,
or bus (including a school bus) with a GVWR greater than 4 536 kg (10,000
lb.) shall be capable of holding the vehicle stationary for 5 minutes,
in both forward and reverse directions, on a 20 percent grade.
S5.3 Brake system indicator lamp
Each vehicle shall have a brake system indicator lamp or lamps, mounted
in front of and in clear view of the driver, which meet the requirements
of S5.3.1 through S5.3.5. A vehicle with a GVWR of 4 536 kg (10,000
lb.) or less may have a single common indicator lamp. A vehicle with a
GVWR of greater than 4 536 kg (10,000 lb.) may have an indicator
lamp which is common for gross loss of pressure, drop in the level of
brake fluid, or application of the parking brake, but shall have a separate
indicator lamp for antilock brake system malfunction. However, the options
provided in S5.3.1(a) shall not apply to a vehicle manufactured without
a split service brake system; such a vehicle shall, to meet the requirements
of S5.3.1(a), be equipped with a malfunction indicator that activates
under the conditions specified in S5.3.1(a)(4). This warning indicator
shall, instead of meeting the requirements of S5.3.2 through S5.3.5, activate
(while the vehicle remains capable of meeting the requirements of S5.1.2.2
and the ignition switch is in the "on" position) a continuous or intermittent
audible signal and a flashing warning light displaying the words "STOP–BRAKE
FAILURE" in block capital letters not less than 6.35 mm (0.25 in.)
in height.
S5.3.1 An indicator lamp shall be activated when the ignition
("start") switch is in the "on" ("run") position and whenever any of the
conditions (a) or (b), (c), (d), (e), (f), and (g) occur:
(a) A gross loss of pressure (such as caused by rupture of a brake line
but not by a structural failure of a housing that is common to two or
more subsystems) due to one of the following conditions (chosen at the
option of the manufacturer):
(1) Before or upon application of a differential pressure of not more
than 1 550 kPa (225 psi) between the active and failed brake system
measured at a master cylinder outlet or a slave cylinder outlet,
(2) Before or upon application of 222.4 N (50 lb.) of control
force upon a fully manual service brake,
(3) Before or upon application of 111.2 N (25 lb.) of control
force upon a service brake with a brake power assist unit,
(4) When the supply pressure in a brake power unit drops to a level not
less than one-half of the normal system pressure.
(b) A drop in the level of brake fluid in any master cylinder reservoir
compartment to less than the recommended safe level specified by the manufacturer
or to one-fourth of the fluid capacity of that reservoir compartment,
whichever is greater.
(c) A malfunction that affects the generation or transmission of response
or control signals in an antilock brake system, or a total functional
electrical failure in a variable brake proportioning system.
(d) Application of the parking brake.
(e) For a vehicle with electrically actuated service brakes, failure
of the source of electric power to the brakes, or diminution of state
of charge of the batteries to less than a level specified by the manufacturer
for the purpose of warning a driver of degraded brake performance.
(f) For a vehicle with electric transmission of the service brake control
signal, failure of a brake control circuit.
(g) For an EV with RBS that is part of the service brake system, failure
of the RBS.
S5.3.2
(a) Except as provided in paragraph (b) of this section, all indicator
lamps shall be activated as a check of lamp function either when the ignition
("start") switch is turned to the "on" ("run") position when the engine
is not running, or when the ignition ("start") switch is in a position
between "on" ("run") and "start" that is designated by the manufacturer
as a check position.
(b) The indicator lamps need not be activated when a starter interlock
is in operation.
S5.3.3
(a) Each indicator lamp activated due to a condition specified in S5.3.1
shall remain activated as long as the malfunction exists, whenever the
ignition ("start") switch is in the "on" ("run") position, whether or
not the engine is running.
(b) For vehicles with a GVWR greater than 4 536 kg (10,000 lb.),
each message about the existence of a malfunction, as described in S5.3.1(c),
shall be stored in the antilock brake system after the ignition switch
is turned to the "off" position and the indicator lamp shall be automatically
reactivated when the ignition switch is again turned to the "on" position.
The indicator lamp shall also be activated as a check of lamp function
whenever the ignition is turned to the "on" ("run") position. The indicator
lamp shall be deactivated at the end of the check of lamp function unless
there is a malfunction or a message about a malfunction that existed when
the key switch was last turned to the "off" position.
S5.3.4 When an indicator lamp is activated, it may be steady
burning or flashing.
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| S5.3.5
(a) Each indicator lamp shall display a word, words, or an abbreviation
in accordance with the requirements of section 101 of the Motor
Vehicle Safety Regulations Standard No. 101 (49 CFR 571.101)
and/or this section, which shall have letters not less than 3.2 mm
(0.125 in.) high and be legible to the driver in daylight when lighted.
Words in addition to those required by section 101 of the Regulations
Standard No. 101 and/or this section and symbols may
be provided for purposes of clarity.
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| (4)†
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(b) If a single common indicator is used, the lamp shall display
the word "Brake". The letters and background of a single common
indicator shall be of contrasting colors, one of which is red.
(c)(1) If separate indicators are used for one or more of the conditions
described in S5.3.1(a) through S5.3.1(g) of this TSD standard,
the indicator display shall include the word "Brake" and appropriate additional
labeling, except as provided in (c)(1) (A) through (D) of this paragraph.
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| (5)
| (A) If a separate indicator
lamp is provided for gross loss of pressure, the words "Brake Pressure"
shall be used for S5.3.1(a). |
| (5)
| (B) If a separate indicator
lamp is provided for low brake fluid, the words "Brake Fluid" shall be used
for S5.3.1(b), except for vehicles using hydraulic system mineral oil.
|
| (6)
| (C) If a separate indicator
lamp is provided for an antilock system, the single word "Antilock" or "Anti-lock",
or the abbreviation "ABS", may be used for S5.3.1(c). |
| (5)
|
(D) If a separate indicator lamp is provided for application of the parking
brake, the single word "Park" may be used for S5.3.1(d).
(E) If a separate indicator is used for the regenerative brake system,
the symbol "RBS" may be used. RBS failure may also be indicated by a lamp
displaying the symbol "ABS/RBS."
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|
| (2) Except for a separate indicator lamp for an antilock
system, a regenerative system, or an indicator for both antilock and regenerative
system, the letters and background of each separate indicator lamp shall
be of contrasting colors, one of which is red. The letters and background
of a separate lamp for an antilock system, a regenerative system, or a lamp
displaying both an antilock and a regenerative system shall be of contrasting
colors, one of which is yellow.
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| S5.4 Reservoirs
S5.4.1 Master cylinder reservoirs. A master
cylinder shall have a reservoir compartment for each service brake subsystem
serviced by the master cylinder. Loss of fluid from one compartment shall
not result in a complete loss of brake fluid from another compartment.
S5.4.2 Reservoir capacity. Reservoirs, whether
for master cylinders or other types of systems, shall have a total minimum
capacity equivalent to the fluid displacement resulting when all the wheel
cylinders or caliper pistons serviced by the reservoirs move from a new
lining, fully retracted position (as adjusted initially to the manufacturer's
recommended setting), to a fully worn, fully applied position, as determined
in accordance with S7.18(c) of this TSD standard.
Reservoirs shall have completely separate compartments for each subsystem,
except that, in reservoir systems utilizing a portion of the reservoir
for a common supply to two or more subsystems, individual partial compartments
shall each have a minimum volume of fluid equal to at least the volume
displaced by the master cylinder piston servicing the subsystem, during
a full stroke of the piston. Each brake power unit reservoir servicing
only the brake system shall have a minimum capacity equivalent to the
fluid displacement required to charge the system piston(s) or accumulator(s)
to normal operating pressure plus the displacement resulting when all
the wheel cylinders or caliper pistons serviced by the reservoir or accumulator(s)
move from a new lining, fully retracted position (as adjusted initially
to the manufacturer's recommended setting), to a fully worn, fully applied
position.
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| (7)
| S5.4.3 Reservoir labeling.
Each vehicle equipped with hydraulic brakes shall have a brake fluid warning
statement that reads as follows, in letters at least 3.2 mm (0.125
in.) high: "WARNING: Clean filler cap before removing. Use only ______
fluid from a sealed container." (Insert the recommended type of brake
fluid as specified in 49 CFR 571.116, e.g., "DOT 3".) The lettering shall
be:
(a) Permanently affixed, engraved, or embossed;
(b) Located so as to be visible by direct view, either on or within 101.6
mm (4 in.) of the brake fluid reservoir filler plug or cap; and
(c) Of a color that contrasts with its background, if it is not engraved
or embossed.
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| S5.5 Antilock and
variable brake proportioning systems
S5.5.1 Each vehicle with a GVWR greater than 4 536 kg
(10,000 lb.), except for any vehicle with a speed attainable in 3.2
km (2 mi.) of not more than 53.11 km/h (33 mph), shall be equipped
with an antilock brake system that directly controls the wheels of at
least one front axle and the wheels of at least one rear axle of the vehicle.
On each vehicle with a GVWR greater than 4 536 kg (10,000 lb.)
but not greater than 8 845 kg (19,500 lb.) and motor homes with
a GVWR greater than 4 536 kg (10,000 lb.) but not greater than
10 206 kg (22,500 lb.) manufactured before March 1, 2001, the antilock
brake system may also directly control the wheels of the rear drive axle
by means of a single sensor in the driveline. Wheels on other axles of
the vehicle may be indirectly controlled by the antilock brake system.
S5.5.2 In the event of any failure (structural or functional)
in an antilock or variable brake proportioning system, the vehicle shall
be capable of meeting the stopping distance requirements specified in
S5.1.2 for service brake system partial failure. For an EV that is equipped
with both ABS and RBS that is part of the service brake system, the ABS
must control the RBS.
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| S5.6 Brake system
integrity
Each vehicle shall be capable of completing all performance requirements
of S5 without:
(a) Detachment or fracture of any component of the braking system, such
as brake springs and brake shoe or disc pad facing, other than minor cracks
that do not impair attachment of the friction facing. All the mechanical
components of the braking system shall be intact and functional. Friction
facing tearout (complete detachment of the lining) shall not exceed 10
percent of the lining on any single frictional element.
(b) Any visible brake fluid or lubricant on the friction surface of
the brake, or leakage at the master cylinder or brake power unit reservoir
cover, seal, and filler openings.
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| S6. Test conditions
The performance requirements of S5 shall be met under the following conditions.
Where a range of conditions is specified, the vehicle shall be capable of
meeting the requirements at all points within the range. Vehicles manufactured
in two or more stages may, at the option of the final-stage manufacturer,
be demonstrated to comply with this TSD standard
by adherence to the instructions of the incomplete vehicle manufacturer
provided with the vehicle in accordance with the requirements of subparagraph
6.1(1)(g)(ii) and sections 6.3 and 6.4 of the Motor Vehicle Safety Regulations
§ 568.4(a)(7)(ii) and § 568.5 of Title 49 of the Code
of Federal Regulations. S6.1 Vehicle
mass weight
S6.1.1 Other than tests specified at lightly loaded vehicle mass
weight in S7.5(a), S7.7, S7.8, and S7.9, the vehicle
is loaded to its GVWR such that the mass weight
on each axle as measured at the tire-ground interface is in proportion
to its GAWR, except that each fuel tank is filled to any level from 100
percent of capacity (corresponding to full GVWR) to 75 percent. However,
if the mass weight on any axle of a vehicle at
lightly loaded vehicle mass weight exceeds the
axle's proportional share of the gross vehicle weight rating, the load
required to reach GVWR is placed so that the mass weight
on that axle remains the same as a lightly loaded vehicle mass
weight.
S6.1.2 For the applicable tests specified in S7.5(a), S7.7, S7.8,
and S7.9, vehicle mass weight is lightly loaded vehicle
mass weight, with the added mass weight, except
for the roll bar structure allowed for trucks and buses with a GVWR greater
than 4 536 kg (10,000 lb.), distributed in the front passenger
seat area in passenger cars, multipurpose passenger vehicles, and trucks,
and in the area adjacent to the driver's seat in buses.
S6.2 Electric vehicles and electric brakes
S6.2.1 The state of charge of the propulsion batteries is determined
in accordance with SAE Recommended Practice J227a, Electric Vehicle
Test Procedure, February 1976. The applicable sections of J227a are
3.2.1 through 3.2.4, 3.3.1 through 3.3.2.2, 3.4.1, 3.4.2, 4.2.1, 5.2,
5.2.1, and 5.3.
S6.2.2 At the beginning of the first effectiveness test specified
in S7.3 and at the beginning of each burnishing procedure, each EV's propulsion
battery is at the maximum state of charge recommended by the manufacturer,
as stated in the vehicle operator's manual or on a label that is permanently
attached to the vehicle, or, if the manufacturer has made no recommendation,
at a state of charge of not less than 95 percent. If a battery is replaced
rather than recharged, the replacement battery is to be charged and measured
for state of charge in accordance with these procedures. During each burnish
procedure, each propulsion battery is restored to the recommended state
of charge or a state of charge of not less than 95 percent after each
increment of 40 burnish stops until each burnish procedure is complete.
The batteries may be charged at a more frequent interval if, during a
particular 40-stop increment, the EV is incapable of achieving the initial
burnish test speed. During each burnish procedure, the propulsion batteries
may be charged by an external means or replaced by batteries that are
charged to the state of charge recommended by the manufacturer or a state
of charge of not less than 95 percent. For EVs having a manual control
for setting the level of regenerative braking, the manual control, at
the beginning of each burnish procedure, is set to provide maximum regenerative
braking throughout the burnish.
S6.2.3 At the beginning of each performance test in the test
sequence (S7.3, S7.5, S7.7 through S7.11, and S7.13 through S7.19 of this
TSD standard), unless otherwise specified, each
propulsion battery of an EV is at the maximum state of charge recommended
by the manufacturer, as stated in the vehicle operator's manual or on
a label that is permanently attached to the vehicle, or, if the manufacturer
has made no recommendation, at a state of charge of not less than 95 percent.
If batteries are replaced rather than recharged, each replacement battery
shall be charged and measured for state of charge in accordance with these
procedures. No further charging of any propulsion battery occurs during
any of the performance tests in the test sequence of this TSD standard.
If the propulsion batteries are depleted during a test sequence such that
the vehicle reaches automatic shut-down, will not accelerate, or the low
state-of-charge warning lamp is illuminated, the vehicle is to be accelerated
to brake test speed by auxiliary means.
S6.2.4
(a) For an EV equipped with RBS, the RBS is considered to be part of
the service brake system if it is automatically controlled by an application
of the service brake control, if there is no means provided for the driver
to disconnect or otherwise deactivate it, and if it is activated in all
transmission positions, including "neutral". The RBS is operational during
all burnishes and all tests, except for the test of a failed RBS.
(b) For an EV equipped with an RBS that is not part of the service brake
system, the RBS is operational and set to produce the maximum regenerative
braking effect during the burnishes, and is disabled during the test procedures.
If the vehicle is equipped with a "neutral" gear that automatically disables
the RBS, the test procedures which are designated to be conducted in gear
may be conducted in "neutral".
S6.2.5 For tests conducted in "neutral", the operator of an EV
with no "neutral" position (or other means such as a clutch for disconnecting
the drive train from the propulsion motor[s]) does not apply any electromotive
force to the propulsion motor(s). Any electromotive force that is applied
to the propulsion motor(s) automatically remains in effect unless otherwise
specified by the test procedure.
S6.2.6 A vehicle equipped with electrically actuated service
brakes also performs the following test series. Conduct 10 stopping tests
from a speed of 100 km/h (62.1 mph) or the maximum vehicle speed, whichever
is less. At least two of the 10 stopping distances must be less than or
equal to 70 meters (230 ft.). The vehicle is loaded to GVWR for these
tests and the transmission is in the "neutral" position when the service
brake control is actuated and throughout the remainder of the test. The
battery or batteries providing power to those electrically actuated brakes,
at the beginning of each test, shall be in a depleted state of charge
for conditions (a), (b), or (c) of this paragraph, as appropriate. An
auxiliary means may be used to accelerate an EV to test speed.
(a) For an EV equipped with electrically actuated service brakes deriving
power from the propulsion batteries, and with automatic shut-down capability
of the propulsion motor(s), the propulsion batteries are at not more than
five percent above the EV actual automatic shut-down critical value. The
critical value is determined by measuring the state of charge of each
propulsion battery at the instant that automatic shut-down occurs and
averaging the states of charge recorded.
(b) For an EV equipped with electrically actuated service brakes deriving
power from the propulsion batteries, and with no automatic shut-down capability
of the propulsion motor(s), the propulsion batteries are at an average
of not more than five percent above the actual state of charge at which
the brake failure warning signal, required by S5.3.1(e) of this TSD standard,
is illuminated.
(c) For a vehicle which has an auxiliary battery (or batteries) that
provides electrical energy to operate the electrically actuated service
brakes, the auxiliary battery (batteries) is (are) at (at an average of)
not more than five percent above the actual state of charge at which the
brake failure warning signal, required by S5.3.1(e) of this TSD standard,
is illuminated.
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| S6.3 Tire inflation
pressure
Tire inflation pressure is the pressure recommended by the vehicle manufacturer
for the GVWR of the vehicle.
S6.4 Transmission selector
control
For S7.3, S7.5, S7.8, S7.15, S7.17, S7.11.1.2, S7.11.2.2, S7.11.3.2,
and as required for S7.13, the transmission selector
control is in “neutral” for all decelerations. For all other tests during
all decelerations, the transmission selector is in the
control position, other than overdrive, recommended by the manufacturer
for driving on a level surface at the applicable test speed. To avoid
engine stall during tests required to be run in gear, a manual transmission
may be shifted to “neutral” (or the clutch disengaged) when the vehicle
speed decreases to 32.2 km/h (20 mph).
S6.5 Engine
Engine idle speed and ignition timing settings are according to the manufacturer's
recommendations. If the vehicle is equipped with an adjustable engine speed
governor, it is adjusted according to the manufacturer's recommendation.
S6.6 Vehicle openings
All vehicle openings (doors, windows, hood, trunk, convertible top, cargo
doors, etc.) are closed, except as required for instrumentation purposes.
S6.7 Ambient temperature
The ambient temperature is any temperature between 0°C and 37.8°C
(32°F and 100°F).
S6.8 Wind velocity
The wind velocity is zero.
S6.9 Road surface
S6.9.1 For vehicles with a GVWR of 4 536 kg
(10,000 lb.) or less, road tests are conducted on a 3.66-m (12-ft.)
wide, level roadway, having a skid number of 81. Burnish stops are conducted
on any surface. The parking brake test surface is clean, dry, smooth Portland
cement concrete.
S6.9.2 (a) For vehicles with a GVWR greater than 4 536
kg (10,000 lb.), road tests (excluding stability and control during
braking tests) are conducted on a 3.66 m (12-foot) wide, level roadway,
having a peak friction coefficient of 0.9 when measured using an American
Society for Testing and Materials (ASTM) E 1136 standard reference test
tire, in accordance with ASTM Method E 1337 90, at a speed of 64.4 km/h
(40 mph), without water delivery. Burnish stops are conducted on any surface.
The parking brake test surface is clean, dry, smooth, Portland cement concrete.
(b) For vehicles with a GVWR greater than 4 536 kg (10,000
lb.), stability and control during braking tests are conducted on a 152.4
m (500 foot) radius curved roadway with a wet level surface having
a peak friction coefficient of 0.5 when measured on a straight or curved
section of the curved roadway using an American Society for Testing and
Materials (ASTM) E 1136 standard reference tire, in accordance with ASTM
Method E 1337 90, at a speed of 64.4 km/h (40 mph), with water
delivery.
S6.10 Vehicle position and wheel lockup restrictions
The vehicle is aligned in the center of the roadway at the start of
each brake application. Stops, other than spike stops, are made without
any part of the vehicle leaving the roadway.
S6.10.1 For vehicles with a GVWR of 4 536 kg (10,000 lb.)
or less, stops are made with wheel lockup permitted only as follows:
(a) At vehicle speeds above 16.1 km/h (10 mph), there may be
controlled wheel lockup on an antilock-equipped axle, and lockup of not
more than one wheel per vehicle, uncontrolled by an antilock system. (Dual
wheels on one side of an axle are considered a single wheel.)
(b) At vehicle speeds of 16.1 km/h (10 mph) or less, any wheel
may lock up for any duration.
(c) Unlimited wheel lockup is allowed during spike stops (but not spike
check stops), partial failure stops, and inoperative brake power or power
assist unit stops.
S6.10.2 For vehicles with a GVWR greater than 4 536 kg
(10,000 lb.), stops are made with wheel lockup permitted only as follows:
(a) At vehicle speeds above 32.2 km/h (20 mph), any wheel on
a nonsteerable axle, other than the two rearmost nonliftable, nonsteerable
axles, may lock up for any duration. The wheels on the two rearmost nonliftable,
nonsteerable axles may lock up according to (b).
(b) At vehicle speeds above 32.2 km/h (20 mph), one wheel on
any axle or two wheels on any tandem may lock up for any duration.
(c) At vehicle speeds above 32.2 km/h (20 mph), any wheel not
permitted to lock in (a) or (b) may lock up repeatedly, with each lockup
occurring for a duration of one second or less.
(d) At vehicle speeds of 32.2 km/h (20 mph) or less, any wheel
may lock up for any duration.
(e) Unlimited wheel lockup is allowed during partial failure stops,
and inoperative brake power or power assist stops.
S6.11 Thermocouples
The brake temperature is measured by plug-type thermocouples installed
in the approximate center of the facing length and width of the most heavily
loaded shoe or disc pad, one per brake, as shown in Figure 1. A second
thermocouple may be installed at the beginning of the test sequence if
the lining wear is expected to reach a point causing the first thermocouple
to contact the metal rubbing surface of a drum or rotor. For centergrooved
shoes or pads, thermocouples are installed within 3.2 mm (0.125
in.) to 6.4 mm (0.25 in.) of the groove and as close to the center
as possible.
S6.12 Initial brake temperature
Unless otherwise specified the brake temperature is 65.6°C to
93.3°C (150°F to 200°F).
S6.13 Control forces
Unless otherwise specified, the force applied to a brake control is
not less than 66.7 N (15 lb.) and not more than 667.2 N
(150 lb.).
S6.14 Special drive conditions
A vehicle with a GVWR greater than 4 536 kg (10,000 lb.) equipped
with an interlocking axle system or a front wheel drive system that is
engaged and disengaged by the driver is tested with the system disengaged.
S6.15 Selection of compliance options
Where manufacturer options are specified, the manufacturer shall select
the option by the time it certifies the vehicle and may not thereafter
select a different option for the vehicle. Each manufacturer shall, upon
request from the Department of Transport National Highway
Traffic Safety Administration, provide information regarding
which of the compliance options it has selected for a particular vehicle
or make/model.
S7. Test procedures and sequence
Each vehicle shall be capable of meeting all the applicable requirements
of S5 when tested according to the procedures and sequence set forth below,
without replacing any brake system part or making any adjustments to the
brake system other than as permitted in the burnish and reburnish procedures
and in S7.9 and S7.10. (For vehicles only having to meet the requirements
of S5.1.1, S5.1.2, S5.1.3, and S5.1.7 in section S5.1, the applicable
test procedures and sequence are S7.1, S7.2, S7.4, S7.5(b), S7.5(a), S7.8,
S7.9, S7.10, and S7.18. However, at the option of the manufacturer, the
following test procedure and sequence may be conducted: S7.1, S7.2, S7.3,
S7.4, S7.5(b), S7.6, S7.7, S7.5(a), S7.8, S7.9, S7.10, and S7.18. The
choice of this option must not be construed as adding to the requirements
specified in S5.1.2 and S5.1.3.) Automatic adjusters must remain activated
at all times. A vehicle shall be deemed to comply with the stopping distance
requirements of S5.1 if at least one of the stops at each speed and load
specified in each of S7.3, S7.5(b), S7.8, S7.9, S7.10, S7.15, and S7.17
(check stops) is made within a stopping distance that does not exceed
the corresponding distance specified in Table II. When the transmission
selector control is required to be in neutral for a deceleration,
a stop or snub must be obtained by the following procedures:
(a) Exceed the test speed by 6.44 to 12.88 km/h (4 to 8 mph);
(b) Close the throttle and coast in gear to approximately 3.2 km/h (2
mph) above the test speed;
(c) Shift to neutral; and
(d) When the test speed is reached, apply the service brakes.
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Note: The second thermocouple shall be installed at a depth of
2.03 mm (0.080 in.) within 25.4 mm (1 in.) circumferentially
of
the thermocouple installed at 1.02 mm (0.040 in.) depth.
Figure 1 — Typical Plug Type of Thermocouple Installations
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| S7.1 Brake warming
If the initial brake temperature for the first stop in a test procedure
(other than S7.7 and S7.16) has not been reached, heat the brakes to
the initial brake temperature by making not more than 10 snubs from
not more than 64.4 to 16.1 km/h (40 to 10 mph), at a deceleration
not greater than 3.05 m/s2 (10 fpsps).
|
|
|
S7.2 Pretest instrumentation check
Conduct a general check of instrumentation by making not more than
10 stops from a speed of not more than 48.3 km/h (30 mph), or
10 snubs from a speed of not more than 64.4 to 16.1 km/h (40
to 10 mph), at a deceleration of not more than 3.05 m/s2
(10 fpsps). If instrument repair, replacement, or adjustment is necessary,
make not more than 10 additional stops or snubs after such repair, replacement,
or adjustment.
|
|
| S7.3 Service
brake system — First (preburnish) effectiveness test
Make six stops from 48.3 km/h (30 mph). Then make six stops
from 96.6 km/h (60 mph).
|
|
| S7.4 Service
brake system — Burnish procedure
S7.4.1 Vehicles with a GVWR of 4 536 kg (10,000 lb.) or less
S7.4.1.1 Burnish. Burnish the brakes by making 200 stops
from 64.4 km/h (40 mph) at 3.66 m/s2 (12 fpsps)
(the 667.2-N [150-lb.] control force limit does not apply here).
The interval from the start of one service brake application to the
start of the next shall be either the time necessary to reduce the initial
brake temperature to between 110°C and 132.2°C (230°F
and 270°F) or the distance of 1.6 km (1 mi.), whichever occurs
first. Accelerate to 64.4 km/h (40 mph) after each stop and maintain
that speed until making the next stop.
S7.4.1.2 Post-burnish brake adjustment. After burnishing,
adjust the brakes in accordance with the manufacturer's published recommendations.
S7.4.2 Vehicles with a GVWR greater than 4 536 kg (10,000
lb.)
S7.4.2.1 Burnish. Vehicles are burnished according to
the following procedures. Make 500 snubs between 64.4 km/h and 32.2
km/h (40 mph and 20 mph), at a deceleration rate of 3.05 m/s2
(10 fpsps). Except where an adjustment is specified, after each brake
application, accelerate to 64.4 km/h (40 mph) and maintain that
speed until making the next brake application at a point 1.6 km
(1 mi.) from the initial point of the previous brake application. If
the vehicle cannot attain a speed of 64.4 km/h (40 mph) in 1.6
km (1 mi.), continue to accelerate until the vehicle reaches 64.4
km/h (40 mph) or until the vehicle has traveled 2.4 km (1.5
mi.) from the initial point of the previous brake application, whichever
occurs first. The brakes shall be adjusted three times during the burnish
procedure, in accordance with the manufacturer's recommendations, after
125, 250, and 375 snubs.
S7.4.2.2 Post-burnish brake adjustment. After
burnishing, adjust the brakes in accordance with the manufacturer's
published recommendations.
S7.5 (a) Stability and control during braking
(vehicles with a GVWR greater than 4 536 kg (10,000 lb.))
Make four stops in the lightly-loaded mass weight
condition specified in S5.1.7. Use a full brake application for the
duration of the stop, with the clutch pedal depressed or the transmission
selector control in the neutral position, for the duration
of each stop.
S7.5 (b) Service brake system —
Second effectiveness test
For vehicles with a GVWR of 4 536 kg (10,000 lb.) or less,
or any school bus, make six stops from 48.3 km/h (30 mph). Then,
for any vehicle, make six stops from 96.6 km/h (60 mph). Then,
for a vehicle with a GVWR of 4 536 kg (10,000 lb.) or less, make
four stops from 128.8 km/h (80 mph) if the speed attainable in
3.2 km (2 mi.) is not less than 135.2 km/h (84 mph).
S7.6 First reburnish
Repeat S7.4, except make 35 burnish stops or snubs. In the case of
vehicles burnished in accordance with S7.4.2.1(a) of
this section, reburnish the vehicle by making 35 snubs from 96.6
to 32.2 km/h (60 to 20 mph), but if the hottest brake temperature
reaches 260°C ± 27.8°C (500°F ± 50°F),
make the remainder of the brake applications from the highest snub condition
listed in Table IV that will maintain the hottest brake temperature
at 260°C ± 27.8°C (500°F ± 50°F).
If, at a snub condition of 64.4 to 32.2 km/h (40 to 20 mph),
the temperature of the hottest brake exceeds 287.8°C (550°F),
make the remainder of the 35 brake applications from the snub condition
without regard to brake temperature.
S7.7 Parking brake test
The parking brake tests for any vehicle on different grades, in different
directions, and for different loads may be conducted in any order. The
force required for actuation of a hand-operated brake system shall be
measured at the center of the hand grip area or at a distance of 38
mm (1.5 in.) from the end of the actuation lever, as illustrated
in Figure 2.
|
Figure 2 — Location for Measuring Brake
Application Force on Hand Brakes
|
| S7.7.1 Test procedure for
the requirements of S5.2.1 and S5.2.3
S7.7.1.1 Condition the parking brake friction elements so that
the temperature at the beginning of the test is at any level not more
than 65.6°C (150°F) (when the temperature of components
on both ends of an axle are averaged).
S7.7.1.2 Drive the vehicle, loaded to GVWR, onto the specified
grade with the longitudinal axis of the vehicle in the direction of
the slope of the grade, stop the vehicle and hold it stationary by application
of the service brake control, and place the transmission in "neutral".
S7.7.1.3 With the vehicle held stationary by means of the service
brake control, apply the parking brake by a single application of the
force specified in (a), (b), or (c) of this paragraph, except that a
series of applications to achieve the specified force may be made in
the case of a parking brake system design that does not allow the application
of the specified force in a single application:
(a) In the case of a passenger car or other vehicle with a GVWR of
4 536 kg (10,000 lb.) or less, not more than 556 N (125
lb.) for a foot-operated system, and not more than 400.3 N (90
lb.) for a hand-operated system; and
(b) In the case of a vehicle with a GVWR greater than 4 536 kg (10,000
lb.), not more than 667.2 N (150 lb.) for a foot-operated system,
and not more than 556 N (125 lb.) for a hand-operated system.
(c) For a vehicle using an electrically activated parking brake, apply
the parking brake by activating the parking brake control.
S7.7.1.4 Following the application of the parking brake in
accordance with S7.7.1.3, release all force on the service brake control
and commence the measurement of time if the vehicle remains stationary.
If the vehicle does not remain stationary, reapplication of the service
brake to hold the vehicle stationary, with reapplication of a force
to the parking brake control at the level specified in S7.7.1.3 (a)
or (b), as appropriate for the vehicle being tested (without release
of the ratcheting or other holding mechanism of the parking brake),
may be used twice to attain a stationary position.
S7.7.1.5 Following observation of the vehicle in a stationary
condition for the specified time in one direction, repeat the same test
procedure with the vehicle orientation in the opposite direction on
the specified grade.
S7.7.1.6 Check the operation of the parking brake application
indicator required by S5.3.1(d).
S7.7.2 Test procedure for the requirements of S5.2.2
(a) Check that the transmission must be placed in the "park" position
to release the key;
(b) Test as in S7.7.1, except in addition place the transmission control
to engage the parking mechanism; and
(c) Test as in S7.7.1, except on a 20 percent grade, with
the parking mechanism not engaged.
S7.7.3 Lightly loaded vehicle. Repeat S7.7.1 or S7.7.2, as
applicable, except with the vehicle at lightly loaded vehicle mass
weight, or at the manufacturer's option, for a vehicle with GVWR
greater than 4 536 kg (10,000 lb.), at lightly loaded vehicle
mass weight plus not more than an additional 453.6
kg (1,000 lb.) for a roll bar structure on the vehicle..
S7.7.4 Non-service brake type parking brake systems. For vehicles
with parking brake systems not utilizing the service brake friction
elements, burnish the friction elements of such systems prior to parking
brake tests according to the manufacturer's published recommendations
as furnished to the purchaser. If no recommendations are furnished,
run the vehicle in an unburnished condition.
|
| S7.8 Service
brake system — Lightly loaded vehicle (third effectiveness) test
Make six stops from 96.6 km/h (60 mph) with the vehicle at
lightly loaded vehicle mass weight, or at the manufacturer's
option, for a vehicle with GVWR greater than 4 536 kg (10,000
lb.), at lightly loaded vehicle mass weight plus not more
than an additional 453.6 kg (1,000 lb.) for a roll bar structure
on the vehicle. (This test is not applicable to a vehicle which has
a GVWR of not less than 3 500 kg [7,716 lb.] and not greater
than 4 536 kg [10,000 lb.] and is not a school bus.)
|
|
| S7.9 Service
brake system test — Partial failure
S7.9.1 With the vehicle at lightly loaded vehicle mass
weight, or at the manufacturer's option, for a vehicle with a
GVWR greater than 4 536 kg (10,000 lb.), at lightly loaded vehicle
mass weight plus not more than an additional 453.6
kg (1,000 lb.) for a roll bar structure on the vehicle, alter the
service brake system to produce any one rupture or leakage type of failure,
other than a structural failure of a housing that is common to two or
more subsystems. Determine the control force, pressure level, or fluid
level (as appropriate for the indicator being tested) necessary to activate
the brake system indicator lamp. Make four stops if the vehicle is equipped
with a split service brake system, or 10 stops if the vehicle is not
so equipped, each from 96.6 km/h (60 mph), by a continuous application
of the service brake control. Restore the service brake system to normal
at completion of this test.
S7.9.2 Repeat S7.9.1 for each of the other subsystems.
S7.9.3 Repeat S7.9.1 and S7.9.2 with the vehicle at GVWR. Restore
the service brake system to normal on completion of this test.
S7.9.4 (For vehicles with antilock and/or variable brake proportioning
systems). With the vehicle at GVWR, disconnect the functional power
source or otherwise render the antilock system inoperative. Disconnect
the variable brake proportioning system. Make four stops, each from
96.6 km/h (60 mph). If more than one antilock or variable brake
proportioning subsystem is provided, disconnect or render one subsystem
inoperative and run as above. Restore the system to normal on completion
of this test. Repeat for each subsystem provided. Determine whether
the brake system indicator lamp is activated when the electrical power
source to the antilock or variable proportioning unit is disconnected.
S7.9.5 For a vehicle in which the brake signal is transmitted
electrically between the brake pedal and some or all of the foundation
brakes, regardless of the means of actuation of the foundation brakes,
the tests in S7.9.1 through S7.9.3 of this TSD standard
are conducted by inducing any single failure in any circuit that electrically
transmits the brake signal, and with all other systems intact. Determine
whether the brake system indicator lamp is activated when the failure
is induced.
S7.9.6 For an EV with RBS that is part of the service brake
system, the tests specified in S7.9.1 through S7.9.3 are conducted with
the RBS disconnected and all other systems intact. Determine whether
the brake system indicator lamp is activated when the RBS is disconnected.
|
|
| S7.10 Service
brake system — Inoperative brake power unit or brake power assist
unit test
(For vehicles equipped with a brake power unit or brake power assist
unit)
S7.10.1 Regular procedure. (This test need
not be run if the option in S7.10.2 is selected.) On vehicles with brake
power assist units, render the brake power assist unit inoperative,
or one of the brake power assist unit subsystems if two or more subsystems
are provided, by disconnecting the relevant power supply. Exhaust any
residual brake power reserve capability in the disconnected system.
On vehicles with brake power units, disconnect the primary source of
power. Make four stops, each from 96.6 km/h (60 mph) by a continuous
application of the service brake control. Restore the system to normal
on completion of this test. For vehicles equipped with more than one
brake power unit or brake power assist unit, conduct tests of each in
turn.
S7.10.2 Optional Procedures. On vehicles with
brake power assist units, the unit is charged to maximum prior to the
start of the test. (The engine may be run up in speed, then the throttle
closed quickly to attain maximum charge on vacuum assist units.) Brake
power units shall also be charged to maximum accumulator pressure prior
to the start of the test. No recharging is allowed after the start of
the test.
(a) (For vehicles with brake power assist units.) Disconnect the
primary source of power. Make six stops each from 96.6 km/h (60
mph) to achieve the average deceleration for each stop specified in Table
III. Apply the brake control as quickly as possible. Maintain control
force until the vehicle has stopped. At the completion of the stops specified
above, deplete the system of any residual brake power reserve capability.
Make one stop from 96.6 km/h (60 mph) at an average deceleration
not lower than 2.13 m/s2 (7 fpsps) for passenger cars
(equivalent stopping distance 168.9 m [554 ft.]), or 1.83 m/s2
(6 fpsps) for vehicles other than passenger cars (equivalent stopping
distance 197 m [646 ft.]) and determine whether the control force
exceeds 667.2 N (150 lb.). (b) (For vehicles with brake
power units with accumulator-type systems.) Test as in S7.10.2(a), except
make 10 stops instead of 6 and, at the completion of the 10 stops, deplete
the failed element of the brake power unit of any residual brake power
reserve capability before making the final stop. (c) (For
vehicles with brake power assist or brake power units with backup systems.)
If the brake power or brake power assist unit operates in conjunction
with a backup system and the backup system is activated automatically
in a power failure, the backup system is operative during this test. Disconnect
the primary source of power of one subsystem. Make 15 stops, each from
96.6 km/h (60 mph), with the backup system activated for the failed
subsystem, to achieve an average deceleration of 3.66 m/s2
(12 fpsps) for each stop. (d) Restore systems to normal on
completion of these tests. For vehicles equipped with more than one brake
power assist or brake power unit, conduct tests of each in turn.
S7.10.3 Electric brakes
(a) For vehicles with electrically actuated service brakes, the
tests in S7.10.1 or S7.10.2 are conducted with any single electrical failure
in the electric brake system instead of the brake power or brake power
assist systems, and all other systems intact. (b) For EVs
with RBS that is part of the service brake system, the tests in S7.10.1
or S7.10.2 are conducted with the RBS discontinued and all other systems intact.
|
| S7.11 Service
brake system — First fade and recovery test
S7.11.1 Baseline check stops or snubs
S7.11.1.1 Vehicles with a GVWR of 4 536 kg (10,000
lb.) or less. Make three stops from 48.3 km/h (30 mph) at
3.05 m/s2 (10 fpsps) for each stop. Control force
readings may be terminated when the vehicle speed falls to 8.05 km/h
(5 mph). Average the maximum brake control force required for the three
stops.
S7.11.1.2 Vehicles with a GVWR greater than 4 536 kg
(10,000 lb.). With the transmission in "neutral" (or declutched),
make three snubs from 64.4 to 32.2 km/h (40 to 20 mph) at 3.05
m/s2 (10 fpsps) for each snub. Average the maximum brake
control force required for the three snubs.
S7.11.2 Fade stops or snubs
S7.11.2.1 Vehicles with a GVWR of 4 536 kg (10,000
lb.) or less. Make 5 stops from 96.6 km/h (60 mph) at 4.57
m/s2 (15 fpsps), followed by 5 stops at the maximum attainable
deceleration between 1.52 and 4.57 m/s2 (5 and 15
fpsps) for each stop. Establish an initial brake temperature before
the first brake application of 54.4°C to 65.6°C (130°F
to 150°F). Initial brake temperatures before brake applications
for subsequent stops are those occurring at the distance intervals.
Attain the required deceleration within 1 second and, as a minimum,
maintain it for the remainder of the stopping time. Control force readings
may be terminated when the vehicle speed falls to 8.05 km/h (5
mph). Leave an interval of 0.64 km (0.4 mi.) between the start
of brake applications. Accelerate immediately to the initial test speed
after each stop. Drive 1.6 km (1 mi.) at 48.3 km/h (30
mph) after the last fade stop, and immediately follow the recovery procedure
specified in S7.11.3.1.
S7.11.2.2 Vehicles with a GVWR greater than 4 536 kg
(10,000 lb.). With the transmission in "neutral" (or declutched),
make 10 snubs from 64.4 to 32.2 km/h (40 to 20 mph) at 3.05
m/s2 (10 fpsps) for each snub. Establish an initial brake
temperature before the first brake application of 54.4°C to 65.6°C
(130°F to 150°F). Initial brake temperatures before brake application
for subsequent snubs are those occurring in the time intervals specified
below. Attain the required deceleration within 1 second and maintain
it for the remainder of the snubbing time. Leave an interval of 30 seconds
between snubs (start of brake application to start of brake application).
Accelerate immediately to the initial test speed after each snub. Drive
for 2.4 km (1.5 mi.) at 64.4 km/h (40 mph) after the last
snub and immediately follow the recovery procedure specified in S7.11.3.2.
S7.11.3 Recovery stops or snubs
S7.11.3.1 Vehicles with a GVWR of 4 536 kg (10,000
lb.) or less. Make five stops from 48.3 km/h (30 mph) at
3.05 m/s2 (10 fpsps) for each stop. Control force
readings may be terminated when the vehicle speed falls to 8.05 km/h
(5 mph). Allow a braking distance interval of 1.6 km (1 mi.).
Immediately after each stop, accelerate at maximum rate to 48.3 km/h
(30 mph) and maintain that speed until making the next stop. Record
the maximum control force for each stop.
S7.11.3.2 Vehicles with a GVWR greater than 4 536 kg
(10,000 lb.). With the transmission in "neutral" (or declutched),
make five snubs from 64.4 to 32.2 km/h (40 to 20 mph) at 3.05
m/s2 (10 fpsps) for each snub. After each snub, accelerate
at maximum rate to 64.4 km/h (40 mph) and maintain that speed
until making the next brake application at a point 2.4 km (1.5
mi.) from the point of the previous brake application. Record the maximum
control force for each snub.
|
|
| S7.12 Service
brake system — Second reburnish
Repeat S7.6
|
|
|
S7.13 Service brake system — Second fade
and recovery test
Repeat S7.11, except in S7.11.2 run 15 fade stops or 20 snubs instead
of 10.
S7.14 Third reburnish
Repeat S7.6.
S7.15 Service brake system — Fourth
effectiveness test
Repeat S7.5. Then (for passenger cars) make four stops from either
153 km/h (95 mph) if the speed attainable in 3.2 km (2
mi.) is from 159.3 km/h (99 mph) to (but not including) 167.4
km/h (104 mph), or 161 km/h (100 mph) if the speed attainable
in 3.2 km (2 mi.) is 167.4 km/h (104 mph) or greater.
S7.16 Service brake system — Water
recovery test
S7.16.1 Baseline check stop . Make three stops from 48.3
km/h (30 mph) at 3.05 m/s2 (10 fpsps) for each
stop. Control force readings may be terminated when the vehicle speed
falls to 8.05 km/h (5 mph). Average the maximum brake control
force required for the three stops.
S7.16.2 Wet brake recovery stops . With the brakes fully released
at all times, drive the vehicle for 2 minutes at a speed of 8.05
km/h (5 mph), in any combination of forward and reverse directions,
through a trough having a water depth of 152.4 mm (6 in.). After
leaving the trough, immediately accelerate at a maximum rate to 48.3
km/h (30 mph) without a brake application. Immediately upon reaching
that speed make five stops, each from 48.3 km/h (30 mph) at 3.05
m/s2 (10 fpsps) for each stop. After each stop (except
the last), accelerate the vehicle immediately at a maximum rate to a
speed of 48.3 km/h (30 mph) and begin the next stop.
S7.17 Spike stops
Make 10 successive spike stops from 48.3 km/h (30 mph) with
the transmission in "neutral", with no reverse stops. Make spike stops
by applying a control force of 889.6 N (200 lb.) while recording
control force versus time. Maintain control force until the vehicle
has stopped. On completion of 10 spike stops, make six effectiveness
stops from 96.6 km/h (60 mph).
S7.18 Final inspection
Inspect:
(a) The service brake system for detachment or fracture of any components,
such as brake springs and brake shoes or disc pad facings.
(b) The friction surface of the brake, the master cylinder or the
brake power unit reservoir cover and seal and filler openings, for leakage
of brake fluid or lubricant.
(c) The master cylinder or brake power unit reservoir for compliance
with the volume and labeling requirements of S5.4.2 and S5.4.3. In determining
the fully applied worn condition, assume that the lining is worn to:
(1) the rivet or bolt heads on riveted or bolted linings, or
(2) within 0.8 mm (1/32 in.) of the shoe or pad mounting surface
on bonded linings, or
(3) the limit recommended by the manufacturer, whichever is larger
relative to the total possible shoe or pad movement. Drums or rotors
are assumed to be at nominal design drum diameter or rotor thickness.
Linings are assumed adjusted for normal operating clearance in the released
position.
(d) The brake system indicator light(s), for compliance with operation
in various key positions and lens color, labeling, and location
requirements, in accordance with S5.3.
S7.19 Moving barrier test
(Only for vehicles that have been tested according to S7.7.2) Load
the vehicle to GVWR, release the parking brake, and place the transmission
selector control to engage the parking mechanism. With
a moving barrier as described in paragraph 4.3 of SAE Recommended Practice
J972, Moving Barrier Collision Tests, November 1966 (revised
May 2000), impact the vehicle from the front at 4.02 km/h (2.5
mph). [FOUR SENTENCES HAVE BEEN DELETED.] Keep the longitudinal
axis of the barrier parallel with the longitudinal axis of the vehicle.
Repeat the test, impacting the vehicle from the rear.
Note: The vehicle used for this test need not be the same vehicle that
has been used for the braking tests.
|
Table I — Brake
Test Procedure Sequence and Requirements
|
Number and Sequence
|
Test Load
|
Test Procedure
|
Require-
ments
|
|
Light
|
GVWR
|
| 1. Instrumentation check
|
|
|
S7.2
|
|
| 2. First (preburnish) effectiveness
test
|
|
X
|
S7.3
|
S5.1.1.1
|
| 3. Burnish procedure
|
|
X
|
S7.4
|
|
| 4. Second effectiveness test
|
|
X
|
S7.5(b)
|
S5.1.1.2
|
| 5. First reburnish
|
|
X
|
S7.6
|
|
| 6. Parking brake
|
X
|
X
|
S7.7
|
S5.2
|
| 7. Stability and control during
braking (braking-in-a-curve test)
| X
|
| S7.5(a)
| S5.1.7
|
| 8. Third effectiveness (lightly
loaded vehicle)
|
X
|
|
S7.8
|
S5.1.1.3
|
| 9. Partial failure
|
X
|
X
|
S7.9
|
S5.1.2
|
| 10. Inoperative brake power or
power assist units
|
|
X
|
S7.10
|
S5.1.3
|
| 11. First fade and recovery
|
|
X
|
S7.11
|
S5.1.4
|
| 12. Second reburnish
|
|
X
|
S7.12
|
|
| 13. Second fade and recovery
|
|
X
|
S7.13
|
S5.1.4
|
| 14. Third reburnish
|
|
X
|
S7.14
|
|
| 15. Fourth effectiveness
|
|
X
|
S7.15
|
S5.1.1.4
|
| 16. Water recovery
|
|
X
|
S7.16
|
S5.1.5
|
| 17. Spike stops
|
|
X
|
S7.17
|
S5.1.6
|
| 18. Final inspection
|
|
|
S7.18
|
S5.6
|
| 19. Moving barrier test
|
|
X
|
S7.19
|
S5.2.2.3
|
Table II — Stopping Distances
|
Stopping Distance in Metres (feet) for the Tests Indicated
|
|
Vehicle test speed,
km/h (mph)
|
COLUMN I
First (preburnished), fourth effectiveness, and spike effectiveness
check
|
COLUMN II
Second effectiveness test
|
|
(a)
|
(b)
|
(c)
|
(d)
|
(a)
|
(b)and(c)
|
(d)
|
(e)
|
|
48.3
|
117.38
|
1,219.82
|
1,221.04 *
|
NA
|
NA
|
NA
|
NA
|
NA
|
|
(30)
|
(57)
|
(65)
|
(69)
|
NA
|
NA
|
NA
|
NA
|
NA
|
|
48.3
|
NA
|
NA
|
1,219.82 §
|
NA
|
NA
|
NA
|
NA
|
NA
|
|
(30)
|
NA
|
NA
|
(65)
|
NA
|
NA
|
NA
|
NA
|
NA
|
|
48.3
|
NA
|
NA
|
121.95
|
26.83
|
116.46
|
117.38
|
23.77
|
1,221.34
|
|
(30)
|
NA
|
NA
|
(72)
|
(88)
|
(54)
|
(57)
|
(78)
|
(70)
|
|
56.4
|
22.56
|
25.30
|
27.74
|
40.24
|
21.34
|
22.56
|
32.31
|
29.27
|
|
(35)
|
(74)
|
(83)
|
(91)
|
(132)
|
(70)
|
(74)
|
(106)
|
(96)
|
|
64.4
|
29.27
|
32.93
|
36.28
|
52.74
|
27.74
|
29.27
|
42.06
|
37.80
|
|
(40)
|
(96)
|
(108)
|
(119)
|
(173)
|
(91)
|
(96)
|
(138)
|
(124)
|
|
72.3
|
36.89
|
41.77
|
45.73
|
66.46
|
35.06
|
36.89
|
53.34
|
48.16
|
|
(45)
|
(121)
|
(137)
|
(150)
|
(218)
|
(115)
|
(121)
|
(175)
|
(158)
|
|
80.5
|
45.73
|
51.52
|
56.40
|
80.49
|
43.29
|
45.73
|
65.85
|
59.44
|
|
(50)
|
(150)
|
(169)
|
(185)
|
(264)
|
(142)
|
(150)
|
(216)
|
(195)
|
|
88.6
|
55.18
|
62.20
|
68.29
|
99.39
|
52.44
|
55.18
|
79.55
|
71.93
|
|
(55)
|
(181)
|
(204)
|
(224)
|
(326)
|
(172)
|
(181)
|
(261)
|
(236)
|
|
96.6
|
165.85
|
173.78
|
181.40
|
118.29
|
162.20
|
165.85
|
194.49
|
185.34
|
|
(60)
|
(216)
|
(242)
|
(267)
|
(388)
|
(204)
|
(216)
|
(310)
|
(280)
|
|
128.8
|
1123.48
|
1139.94
|
1155.49
|
NA
|
1116.77
|
NA
|
NA
|
NA
|
|
(80)
|
(405)
|
(459)
|
(510)
|
NA
|
(383)
|
NA
|
NA
|
NA
|
|
153
|
1185.06
|
NA
|
NA
|
NA
|
NA
|
NA
|
NA
|
NA
|
|
(95)
|
(607)
|
NA
|
NA
|
NA
|
NA
|
NA
|
NA
|
NA
|
|
161
|
1205.18
|
NA
|
NA
|
NA
|
NA
|
NA
|
NA
|
NA
|
|
(100)
|
(673)
|
NA
|
NA
|
NA
|
NA
|
NA
|
NA
|
NA
|
1: Distances for
specified tests
2: Applicable to school
buses only
*: First (preburnished) test
§: Fourth and spike effectiveness
tests
NA: Not applicable |
| Note: |
(a) Passenger cars
(b) Vehicles other than passenger cars with a GVWR less than 3 629
kg (8,000 lb.)
(c) Vehicles with a GVWR not less than 3 629 kg (8,000 lbs.) and
not more than 536 kg (10,000 lb.)
(d) Vehicles with a GVWR greater than 4 536 kg (10,000 lb.)
(e) Buses, including school buses, with a GVWR greater than 4 536 kg
(10,000 lb.) |
Table II — Stopping Distances (Cont'd)
|
Stopping Distance in Metres (feet) for the Tests Indicated
|
|
Vehicle test speed,
km/h (mph)
|
COLUMN III
Third (lightly loaded vehicle) effectiveness test
|
COLUMN IV
Inoperative brake power or power assist unit test; partial failure test
|
| (a)
| (b)
| (c)
| (d)
| (e)
| (a)
| (b)and(c)
| (d)and(e)
|
|
48.3
|
15.55
|
17.38
|
19.82
|
25.60
|
21.34
|
34.76
|
39.63
|
51.83
|
|
(30)
|
(51)
|
(57)
|
(65)
|
(84)
|
(70)
|
(114)
|
(130)
|
(170)
|
|
56.4
|
20.43
|
22.56
|
25.30
|
34.75
|
29.27
|
47.26
|
53.66
|
68.60
|
|
(35)
|
(67)
|
(74)
|
(83)
|
(114)
|
(96)
|
(155)
|
(176)
|
(225)
|
|
64.4
|
26.52
|
29.27
|
32.93
|
45.42
|
37.80
|
61.59
|
69.82
|
87.80
|
|
(40)
|
(87)
|
(96)
|
(108)
|
(149)
|
(124)
|
(202)
|
(229)
|
(288)
|
|
72.3
|
33.54
|
36.89
|
41.77
|
57.61
|
48.16
|
78.35
|
88.72
|
109.15
|
|
(45)
|
(110)
|
(121)
|
(137)
|
(189)
|
(158)
|
(257)
|
(291)
|
(358)
|
|
80.5
|
41.16
|
45.73
|
51.52
|
71.02
|
59.44
|
96.65
|
109.45
|
132.62
|
|
(50)
|
(135)
|
(150)
|
(169)
|
(233)
|
(195)
|
(317)
|
(359)
|
(435)
|
|
88.6
|
49.70
|
55.18
|
62.20
|
85.65
|
71.93
|
116.77
|
132.01
|
161.59
|
|
(55)
|
(163)
|
(181)
|
(204)
|
(281)
|
(236)
|
(383)
|
(433)
|
(530)
|
|
96.6
|
159.15
|
165.85
|
173.78
|
1102.11
|
185.34
|
1139.02
|
1157.62
|
1186.89
|
|
(60)
|
(194)
|
(216)
|
(242)
|
(335)
|
(280)
|
(456)
|
(517)
|
(613)
|
|
128.8
(80)
|
NA
|
NA
|
NA
|
NA
|
NA
|
NA
|
NA
|
NA
|
|
153
(95)
|
NA
|
NA
|
NA
|
NA
|
NA
|
NA
|
NA
|
NA
|
|
161
(100)
|
NA
|
NA
|
NA
|
NA
|
NA
|
NA
|
NA
|
NA
|
1: Distances for
specified tests
NA: Not applicable |
| Note: |
(a) Passenger cars
(b) Vehicles other than passenger cars with a GVWR less than 3 629
kg
(8,000 lb.)
(c) Vehicles with a GVWR not less than 3 629 kg (8,000 lbs.) and
not more than
4 536 kg (10,000 lb.)
(d) Vehicles with a GVWR greater than 4 536 kg (10,000 lb.)
(e) Buses, including school buses, with a GVWR greater than 4 536 kg
(10,000 lb.) |
Table III — Inoperative
Brake Power Assist and Brake Power Units
| Average
deceleration, m/s2 (fpsps)
|
| Stop No.
|
Column I — Brake power assist |
Column II — Brake power unit |
|
| (a)
| (b) and
(c)
| (a)
| (b) and
(c)
|
| 1
| 4.88 (16.0)
| 4.27 (14.0)
| 4.88 (16.0)
| 3.96 (13.0)
|
| 2
| 3.66 (12.0)
| 3.66 (12.0)
| 3.96 (13.0)
| 3.35 (11.0)
|
| 3
| 3.05 (10.0)
| 3.05 (10.0)
| 3.66 (12.0)
| 3.05 (10.0)
|
| 4
| 2.74 (9.0)
| 2.59 (8.5)
| 3.35 (11.0)
| 2.90 (9.5)
|
| 5
| 2.44 (8.0)
| 2.29 (7.5)
| 3.05 (10.0)
| 2.74 (9.0)
|
| 6
| 2.29 (7.5)
| 2.04 (6.7)
| 2.90 (9.5)
| 2.59 (8.5)
|
| 7
| *2.13
(7.0)
| *1.83
(6.0)
| 2.74 (9.0)
| 2.44 (8.0)
|
| 8
| NA
| NA
| 2.59 (8.5)
| 2.29 (7.5)
|
| 9
| NA
| NA
| 2.44 (8.0)
| 2.13 (7.0)
|
| 10
| NA
| NA
| 2.29 (7.5)
| 1.98 (6.5)
|
| 11
| NA
| NA
| *2.13
(7.0)
| *1.83
(6.0)
|
| Equivalent
stopping distance, metres (feet)
|
| Stop No.
|
Column III — Brake power assist |
Column IV — Brake power unit |
|
| (a)
| (b) and
(c)
| (a)
| (b) and
(c)
|
| 1
| 73.8 (242)
| 87.5 (277)
| 73.8 (242)
| 90.6 (298)
|
| 2
| 98.5 (323)
| 98.5 (323)
| 90.8 (298)
| 107.3 (352)
|
| 3
| 118.3 (388)
| 118.3 (388)
| 98.5 (323)
| 118.3 (388)
|
| 4
| 131.4 (431)
| 139.0 (456)
| 107.3 (352)
| 124.7 (409)
|
| 5
| 147.6 (484)
| 157.6 (517)
| 118.3 (388)
| 131.4 (431)
|
| 6
| 157.6 (517)
| 176.8 (580)
| 124.7 (409)
| 139.0 (456)
|
| 7
| 168.9 (554)
| 196.6 (646)
| 131.4 (431)
| 147.6 (484)
|
| 8
| NA
| NA
| 139.0 (456)
| 157.6 (517)
|
| 9
| NA
| NA
| 147.6 (484)
| 168.9 (554)
|
| 10
| NA
| NA
| 157.6 (517)
| 181.7 (596)
|
| 11
| NA
| NA
| 168.9 (554)
| 196.6 (646)
|
*: Depleted
NA: Not applicable |
| Note: |
(a) Passenger cars
(b) Vehicles other than passenger cars with a GVWR of 4 536 kg
(10,000 lb.) or less
(c) Vehicles with a GVWR greater than 4 536 kg (10,000 lbs.) |
Table IV
|
Series
|
Snubs
|
Snub conditions, highest speed indicated in km/h (mph)
|
| 1
| 175
| 64.4 -
32.2 (40 - 20)
|
| 2
| 25
| 72.5 -
32.2 (45 - 20)
|
| 3
| 25
| 80.5 -
32.2 (50 - 20)
|
| 4
| 25
| 88.6 -
32.2 (55 - 20)
|
| 5
| 250
| 96.6 -
32.2 (60 - 20)
|
ENDNOTES:
* Please see subsection
2(1) of the Motor Vehicle Safety Regulations for the applicable
definition.
†The numbers in parentheses in the margin refer to subsections
of section
105 of the Regulations that supersede the requirements of the TSD
provision.
 |
|
|
|
|
|
|
