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UNECE Regulations

UNECE Regulation No. 104-01 "Uniform provisions concerning the approval of retro-reflective markings for vehicles of categories M, N and O"

These Rules apply to retro-reflective markings of vehicles of categories M 2 , M 3 , N, O 2 , O 3 and O 4 .

UNECE Regulation No. 70-01 "Uniform provisions concerning the approval of rear marking plates for vehicles of great length and capacity"

These Rules apply to rear markers for:

• articulated vehicles of classes II and III category M 2 ;
• vehicles of category N 3, with the exception of tractors towing
• semi-trailers;
• vehicles of categories O 1 , O 2 and O 3 , the length of which exceeds 8.0 m;
• vehicles of category O 4 .

UNECE Regulation No. 69-01 "Uniform provisions concerning the approval of rear marking plates for silent (by design) vehicles and their trailers"

This Regulation applies to rear identification plates for vehicles of categories M, N, O and T, as well as for mobile equipment, which, by their design, cannot move at a speed exceeding 40 km/h.

UNECE Regulation No. 48-12 "Uniform provisions concerning the approval of vehicles with regard to the installation of lighting and light-signalling devices"

This Regulation applies to vehicles of categories M and N and their trailers (category O) with regard to the installation of lighting and light-signalling devices.

www.reflector.ru

National standard of the Russian Federation GOST R 41.13-2007 (UNECE Regulation N 13) “Uniform prescriptions for vehicles of categories M, N and O with regard to braking” (approved by order of the Federal Agency for Technical Regulation and Metrology dated October 23, 2007 N 275-st)

National standard of the Russian Federation GOST R 41.13-2007
(UNECE Regulation No. 13)
"Uniform provisions for vehicles of categories M, N and O with regard to braking"
(approved by order of the Federal Agency for Technical Regulation and Metrology dated October 23, 2007 N 275-st)

Uniform provisions concerning the vehicles of categories M, N and O with regard to braking

Instead of GOST R 41.13-99
(UNECE Regulation No. 13)

This standard gives effect to UNECE Regulation No 13, 10 series of amendments.

1 area of ​​use

1.1 This standard specifies the braking requirements for single vehicles (hereinafter referred to as "Vehicles") belonging to categories*(1) M, N and O.

1.2 This standard does not apply to:

1.2.1 on vehicles whose design speed does not exceed 25 km/h;

1.2.2. trailers that are not allowed to be coupled to power-driven vehicles whose design speed exceeds 25 km/h;

1.2.3 on vehicles equipped for their control by people with disabilities (handicapped);

1.2.4 equipment, devices and methods specified in Appendix A.

This standard uses normative references to the following standards:

GOST R 41.10-99 (UNECE Regulation No. 10) Uniform provisions concerning the approval of vehicles with regard to electromagnetic compatibility

GOST R 41.54-99 (UNECE Regulation No. 54) Uniform provisions concerning the approval of tires for goods vehicles and their trailers

GOST R 41.64-99 (UNECE Regulation N 64) Uniform provisions concerning the approval of vehicles equipped with spare wheels/tires for temporary use

GOST R 52051-2003 Motor vehicles and trailers. Classification and definitions

GOST 29200-91 (ISO 9128-87) Road transport. Graphic symbols for types of brake fluids

Note - When using this standard, it is advisable to check the validity of reference standards in the public information system - on the official website of the Federal Agency for Technical Regulation and Metrology on the Internet or according to the annually published information index "National Standards", which was published as of January 1 of the current year , and according to the corresponding monthly published information signs published in the current year. If the reference standard is replaced (modified), then when using this standard, you should be guided by the replacing (modified) standard. If the referenced standard is canceled without replacement, the provision in which the reference to it is given applies to the extent that this reference is not affected.

2 Terms and definitions

In this standard, the following terms are used with their respective definitions:

2.1 vehicle

2.1.1 mechanical vehicle (power-driven vehicle)

2.1.2. trailer

2.1.2.1 full trailer load on the towing vehicle.

2.1.2.2. semi-trailer trailer, the axle(s) of which are located behind the center of mass of the trailer (when evenly loaded) and which is equipped with a coupling device capable of transmitting horizontal and vertical loads to the towing vehicle.

2.1.2.3. center-axle trailer ) so that only a slight static vertical load is transferred to the towing vehicle, not exceeding either 10% of the corresponding maximum trailer mass or 10 kN (whichever is the lower).

2.2. vehicle type

2.2.1 in the case of motor vehicles:

2.2.1.2. maximum mass (as defined in 2.17);

2.2.1.3. axle weight distributions;

2.2.1.4. maximum design speed;

2.2.1.5 different types of braking devices, in particular the presence or absence of trailer braking devices, the presence of an electric regenerative braking system;

2.2.1.6. numbers, positions and designs of axles;

2.2.1.7 engine type;

2.2.1.8. number of gears and gear ratios;

2.2.1.9 gear ratios of drive axles;

2.2.1.10 tire sizes;

2.2.2 in the case of trailers:

2.2.2.2. maximum mass (as defined in 2.17);

2.2.2.3. axle weight distributions;

2.2.2.4 types of braking devices;

2.2.2.5. numbers and arrangements and designs of axles;

2.2.2.6 tire sizes.

Braking System

NOTE The listed braking system functions are defined in 5.1.2.

2.4. control part of the braking system which is directly acted upon by the driver (or, in the case of a trailer of an appropriate design, by the attendant) to supply or control the supply of braking energy to the brake actuator.

NOTE This energy can be either the muscular energy of the driver, or energy from another source controlled by the driver, or the kinetic energy of the trailer, or a combination of these types of energy.

2.4.1 activation

2.5 brake drive (transmission): A set of elements located between the control and the brake and providing a functional connection between them.

1 The brake actuator can be mechanical, hydraulic, electric or hybrid. If braking is carried out wholly or partly with an energy source independent of the driver, the energy storage in the system is also part of the brake actuator.

2 The brake drive consists of two parts - the control drive and the energy transmitter. When the term "brake actuator" is used without qualification in this standard, both the control actuator and the power transmitter are meant. The control and supply lines between the tractor and the trailer must not be considered as part of the brake drive.

2.5.1 control transmission

2.5.2 energy transmission

2.6. brake

Note - Such a device can be a friction brake (when forces arise due to friction between two elements of the vehicle moving relative to each other), an electric brake (when forces arise due to electromagnetic interaction between two elements of the vehicle moving relative to each other, but not touching each other). with each other), hydraulic brake (when the forces arise from the action of a fluid located between two elements of the vehicle moving relative to each other) or an engine brake (when the forces arise from an artificial increase in the braking effect transmitted from the engine to the wheels).

2.7 different types of braking system

2.7.1 characteristics of the elements of the braking system;

2.7.2 characteristics of the materials from which at least one element is made, or the shape or dimensions of such an element;

2.7.3 combinations of elements in complete braking systems.

2.8 component of braking system

2.9 continuous braking

2.9.1. a single control, which the driver gradually activates in one smooth movement from his workplace;

2.9.2. one source of energy for the braking of the combination vehicles, which energy may be the muscular energy of the driver;

2.9.3. simultaneous braking of all vehicles forming a combination, or braking with a certain phase shift of one vehicle relative to another, regardless of their relative position.

2.10 semi-continuous braking

2.10.1. a single control, which the driver gradually activates in one smooth movement from his workplace;

2.10.2. two separate sources of energy (one of which may be the muscular energy of the driver) for the braking of the vehicles in the combination;

2.10.3. simultaneous braking of all vehicles forming a combination, or braking with a certain phase shift of one vehicle relative to another, regardless of their relative position.

2.11 automatic braking braking of a trailer or trailers, carried out automatically in the event of a separation of vehicles forming a combination, including a break in the coupling device, while the braking efficiency of the remaining vehicles included in the combination before separation should not be impaired.

2.12 inertia or overrun braking braking using the force generated when the trailer approaches the tractor

2.13 progressive and graduated braking

2.13.1. The driver may at any time increase or decrease the braking force by appropriate action on the control;

2.13.2. The braking force changes in proportion to the effect on the control in such a way that when the effect on the control increases, the braking force increases, and when it decreases, it decreases (monotonic function);

2.13.3 The braking force can be easily adjusted with sufficient accuracy.

2.14 phased braking braking method that can be applied when two or more sources of braking are activated by one control, these sources being activated one after the other as the control is moved

2.15 endurance braking system supplementary braking system capable of applying and maintaining braking for a long time without significantly reducing its effectiveness.

NOTE The term "long-term braking system" covers such a system as a whole, including the control drive.

2.15.1. The long-term braking system may be a single device or a combination of several devices. Each such device may have its own control.

2.15.2 Varieties of long-term braking systems, depending on the features of their controls:

2.15.2.1 independent endurance braking system continuous braking system having a separate control independent of the controls of other braking systems

2.15.2.2 integrated endurance braking system continuous braking system, the control of which is combined with the control of the service brake system in such a way that both brake systems are actuated simultaneously or in stages as the common control is moved.

2.15.2.3 combined endurance braking system built-in long-term braking system characterized in that the common control acting on this braking system is additionally equipped with a release device allowing the control to act only on the service braking system.

2.16 laden vehicle vehicle loaded to its maximum mass (see 2.17)

2.17. maximum mass technically permissible maximum mass declared by the vehicle manufacturer and which may exceed the maximum permissible mass established by national legislation

2.18. distribution of mass among the axles

2.19 wheel/axle load vertical static reaction (force) of the road surface to the vehicle wheel/axle wheel in the contact

2.20 maximum stationary wheel/axle load static load on a wheel/axle of a laden vehicle

2.21 electric regenerative braking braking system which converts the vehicle's kinetic energy into electrical energy during the deceleration process.

2.21.1 electric regenerative braking control device that modulates the action of an electric regenerative braking system

2.21.2. electric regenerative braking system of category A electric regenerative braking system that is not part of the service braking system.

2.21.3 electric regenerative braking system of category B electric regenerative braking system that is part of the service braking system

2.21.4 electric state of charge electrical energy, accumulated in the traction battery, to the maximum amount of electrical energy that can be accumulated in it.

2.21.5 traction battery

2.22 hydraulic braking system with stored energy pressure in such a way that its specified maximum value, specified by the manufacturer, is not exceeded.

2.23 simultaneous lockup of the front and rear wheels situation where the time interval between the start of lockup of the last (second) wheel of the rear axle and the start of lockup of the last (second) wheel of the front axle is less than 0.1 With.

2.24 electrical control line (electric control line): An electrical circuit that connects the tractor and trailer, controls the braking of the trailer and includes an electrical cable, an electrical connector, as well as elements used to transmit information and to power the trailer brake control drive.

2.25 data communication transmission of digitized information in accordance with a protocol.

2.26 point-to-point communication: An electrical network topology that involves pairing of objects, each of which has a built-in terminating resistor connected to the communication line.

2.27 coupling force control system/function that automatically equalizes the specific braking forces of the tractor and trailer

2.28. nominal value

2.28.1. For a power-driven vehicle, the nominal value is a characteristic that relates the specific braking force of that vehicle to the level of input to the braking system and can be confirmed by test.

2.28.2. For a trailer, the nominal value is a characteristic that relates the specific braking force to the signal from the coupling device and can be confirmed by testing.

2.28.3 nominal demand value for a coupling force regulator, the characteristic that relates the signal from the coupling device to the specific braking force, and which must be within the compatibility limits (see annex K) and may be confirmed by testing.

2.29 automatically commanded braking

Note - Activation occurs as a result of automatic processing of the primary on-board information of the vehicle in the presence or absence of direct influence from the driver.

2.30 selective braking

2.31 reference braking forces to comply with this standard.

2.32 braking signal

2.33 emergency braking signal logic signal indicating activation of the emergency brake in accordance with 5.2.1.31

3 Application for testing

3.1 An application for testing the vehicle in relation to braking is submitted by the manufacturer or his authorized representative.

3.2 The following documents are attached to the application in three copies and the following data:

3.2.1 description of the vehicle type in accordance with 2.2. It is necessary to indicate the numbers and symbols identifying the type of vehicle and, in the case of a mechanical vehicle, the type of engine;

3.2.2. a list of properly identified components that make up the braking system;

3.2.3 diagram of the brake system as an assembly and identification of the location on the vehicle of the elements that make it up;

3.2.4. detailed drawings of all elements of the braking system, allowing easy location and identification.

3.3 A vehicle representing the type of vehicle to be tested must be presented to a testing laboratory authorized to carry out such tests.

4 Registration of the test report

4.1 If the vehicle submitted for testing in accordance with this standard satisfies the requirements of sections 5 and 6, then an appropriate test report is drawn up for this type of vehicle.

4.2 The test report should include (as an appendix) a summary of the content of the documents listed in 3.2.1-3.2.4, in the form given in Appendix B, submitted by the enterprise that applied for testing. If drawings are attached to the application, then their format must be A4 (210x297 mm) or a multiple of it.

4.3 The same test report cannot be issued for the same type of vehicle, but equipped with a brake system of a different type, or for another type of vehicle.

5 Technical requirements

As an alternative to the requirements set forth in this section, vehicle manufacturers that put into circulation on the Russian market more than 20,000 vehicles per year may receive a test report for compliance with the technical requirements specified in EU Directive 71/320 "Braking systems of mechanical vehicles certain categories of vehicles and their trailers”*(2), last modified by EU Directive 2002/78*(3).

5.1 General

5.1.1 Brake system

5.1.1.1 The braking system shall be designed, constructed and installed in such a way that, in normal use, despite the vibrations to which it may be subjected, it shall comply with the requirements of this standard.

5.1.1.2 In particular, the braking system must be designed, constructed and installed in such a way as to be capable of withstanding corrosion and aging.

5.1.1.3 Brake pads must not contain asbestos.

5.1.1.4 The effectiveness of braking systems incorporating electrical control lines shall not be impaired by magnetic or electrical fields. This requirement must be confirmed by demonstrating compliance with the requirements of GOST R 41.10.

5.1.1.5 A fault signal can interrupt the request signal in the control drive for a short time (less than 10 ms), provided that this does not reduce the braking efficiency.

5.1.2 Functions of the braking system

5.1.2.1 The service brake system shall provide:

— control of the movement of the vehicle and its quick, safe and efficient stop, regardless of the speed and mass of the vehicle at any angle of incline or rise;

The driver must be able to apply such braking from his position without removing his hands from the steering control. If the above requirements are met, the service brake system should not experience more than one failure at the same time.

5.1.2.2 Spare brake system

The spare brake system must provide:

- stopping the vehicle at a sufficiently short distance in the event of a failure of the service brake system;

— smooth change of action of brakes.

The driver must be able to apply such braking from his position by keeping at least one hand on the steering control. If the above requirements are met, the spare brake system must not experience more than one failure at the same time.

5.1.2.3 Parking brake system

The parking brake system must hold the vehicle stationary on uphill and downhill slopes even in the absence of the driver. In this case, the position of the working parts must be fixed using a purely mechanical device.

The driver must be able to activate the parking brake system from his seat. In the case of a trailer, the requirements of 5.2.2.10 shall be met. Simultaneous activation of the pneumatic brake system of the trailer and the parking brake system of the tractor is allowed, provided that the driver has the opportunity at any time to verify that the parking brake of the vehicle combination (vehicle combination) is sufficiently effective due to the purely mechanical action of the parking brake system.

5.1.3 Connections between pneumatic brake systems of motor vehicles and trailers

5.1.3.1 The following connections shall be made between the pneumatic brake systems of mechanical vehicles and trailers:

5.1.3.1.1 one pneumatic supply line and one pneumatic control line, or

5.1.3.1.2 one pneumatic supply line, one pneumatic control line and one electrical control line, or

5.1.3.1.3 one pneumatic supply line and one electrical control line*(4).

5.1.3.2 The electrical control line of a power-driven vehicle shall provide information as to whether it is capable of fulfilling the requirements of 5.2.1.18.2 without the support of a pneumatic control line. It shall also provide information on whether the mechanical vehicle is equipped in accordance with 5.1.3.1.2 with two control lines or, in accordance with 5.1.3.1.3, with only an electric control line.

5.1.3.3 A power-driven vehicle equipped in accordance with 5.1.3.1.3 shall recognize incompatibility with a trailer coupling device equipped in accordance with 5.1.3.1.1. When such vehicles are electrically connected to the electrical control line of the tractor, a red warning optical signal in accordance with the requirements of 5.2.1.29.1.1 shall inform the driver of this and, when the system is energized, the brakes of the tractor shall be automatically applied. This brake action shall be at least as effective as the parking brake action required by B.2.3.1, Annex B.

5.1.3.4 When electrically connecting a mechanical vehicle equipped with two control lines in accordance with 5.1.3.1.2 to a trailer also equipped with two control lines, the following requirements shall be met:

5.1.3.4.1. Both control signals must be routed to the coupling head and the trailer must use an electrical control signal, unless this signal is perceived to be in error. In the latter case, the trailer should automatically switch to the pneumatic control line.

5.1.3.4.2 Each vehicle must comply with the requirements of Annex K relating to electrical and pneumatic control lines.

5.1.3.4.3 If the electrical control signal exceeds the signal equivalent to 1 bar for more than 1 s, the trailer shall check for the presence of a pneumatic control signal and, if no such signal is present, the driver shall be warned by the trailer in the form of an illuminated separate yellow warning light. signal that meets the requirements of 5.2.1.29.2.

5.1.3.5 A trailer may be equipped in accordance with 5.1.3.1.3, provided that it is used only in conjunction with a power-driven vehicle equipped with an electrical control line complying with the requirements of 5.2.1.18.2. In all other cases, when the trailer is electrically connected to the tractor, the brakes must be automatically activated, or the previously activated brakes must remain in this state. The driver shall be warned of the braking of the trailer by a separate yellow warning signal in accordance with the requirements of 5.2.1.29.2.

5.1.3.6 The electrical control line shall comply with the requirements of international standards ISO 11992-1 and ISO 11992-2 and shall be a point-to-point connection via a 7-pin connector conforming to international standard ISO 7638-1 or ISO 7638-2. Contacts intended for data transmission in a connector corresponding to or must be used for information relating only to the functioning of the brake system, including anti-lock braking system (hereinafter referred to as ABS), and the running gear (steering, tires and suspension) in accordance with. Ensuring the functioning of the brake system has priority both in normal operation and in the presence of malfunctions. The transmission of information about the operation of the chassis should not lead to delays in the functioning of the brake system. The transmission of power provided by a connector corresponding to or must be carried out exclusively for the functioning of the brake system and running gear and for the transmission of trailer-related information that is not transmitted via an electrical control line. In all cases, the requirements of 5.2.2.18 shall be met. The supply of energy for other functions must be provided by other means.

5.1.3.6.1 The interoperability of towed and towed vehicles equipped with the electrical control lines described above shall be confirmed during testing by verifying that the relevant requirements and . Annex T gives an example of such a test.

5.1.3.6.2 If the power-driven vehicle is equipped with an electrical control line connected to the trailer's electric control line, then when these vehicles are connected to each other via such a line, a malfunction in this line lasting more than 40 ms must be detected by the equipment of the power-driven vehicle, and the driver must be informed of this by a yellow warning signal in accordance with the requirements of 5.2.1.29.1.2.

5.1.3.7 If the trailer braking system is actuated by the parking brake system of the power-driven vehicle, as permitted by 5.1.2.3, the following additional requirements shall be met:

5.1.3.7.1 If the power-driven vehicle is equipped in accordance with 5.1.3.1.1, activation of the parking brake system of the power-driven vehicle shall activate the trailer brake system via the pneumatic control line.

5.1.3.7.2 If the power-driven vehicle is equipped in accordance with 5.1.3.1.2, activation of the parking brake system of the power-driven vehicle shall activate the trailer brake system in accordance with 5.1.3.7.1. Additionally, it is also possible to activate the parking brake system of the trailer via the electrical control line.

5.1.3.7.3 If the power-driven vehicle is equipped in accordance with 5.1.3.1.3, or if it satisfies the requirements of 5.2.1.18.2 without the participation of a pneumatic control line (see 5.1.3.1.2), activation of the parking brake system of the power-driven vehicle shall cause activation of the trailer brake system via the electrical control line. Disconnecting the power supply to the braking system of a power-driven vehicle must cause the trailer to brake. This braking is effected by shutting off the supply line (in this case, the pneumatic control line can remain under pressure). The supply line may remain in the disconnected state only until the power supply to the pneumatic brake system of the power-driven vehicle is restored, and at the same time the braking of the trailer caused by the electric control line must be restored.

5.1.3.8 Locking (overlapping) devices that cannot be activated automatically are not allowed. In the case of an articulated vehicle, flexible hoses and cables must be integral parts of the tractor. In other cases, flexible hoses and cables must be part of the trailer.

5.1.4 Periodic maintenance requirements for braking systems

5.1.4.1 It is necessary to provide access to the elements of service brakes subject to wear, namely friction pads and drums/discs, in order to directly determine the degree and nature of wear (in the case of drums and discs, such access should be carried out not only during periodic technical inspections). The methods by which this access can be made are described in 5.2.1.11.2 and 5.2.2.8.2.

5.1.4.2 To determine the actual braking forces on each axle of a vehicle with a pneumatic braking system, it is necessary to provide for the presence of control fittings in the braking system, which must fully comply with the requirements of Section 4 of the international standard ISO 3583 and be located:

5.1.4.2.1 in each independent circuit at an accessible location closest to the brake cylinder that is mounted in the least favorable location with respect to meeting the reaction time requirements specified in Annex D;

5.1.4.2.2 in a brake system including a pressure change device described in K.7.2 (Appendix K), namely in the pneumatic line in front of this device and behind it in the closest and most accessible places to this device. If this device is pneumatically controlled, an additional test port is required to simulate loading conditions. If such a device is not provided, a single test port, similar to the port mentioned above, should be installed downstream of the pressure changer. Control fittings must be installed so that they are easily accessible from the side of the roadway or from the vehicle;

5.1.4.2.3 in an accessible location closest to the energy storage facility least favorably located in relation to the requirements of E.1.2.4 (Annex E);

5.1.4.2.4 in each independent circuit of the brake system so that it is possible to control the pressure at the inlet to and outlet of the brake line.

5.1.4.2.5 Test fittings shall comply with the requirements of Section 4 of the International Standard.

5.1.4.3 Access to the control fittings must not be blocked as a result of modifications and changes in the design of components or the body (cabin) of the vehicle.

5.1.4.4 It is necessary to ensure the generation of maximum braking forces in static conditions on a drum or roller brake stand.

5.1.4.5 Information about braking systems

5.1.4.5.1 Information about the pneumatic brake system necessary for testing its operation and effectiveness must be marked in a conspicuous place of the vehicle and be indelible, or they must be freely accessible in another way (for example, by placing the relevant information in the manual for operation, on electronic media, etc.).

5.1.4.5.2 For vehicles equipped with pneumatic brake systems, at least the following information is required:

Characteristics of the elements of the pneumatic system

Pneumatic system element

Maximum shutdown pressure, bar

Minimum switching pressure, bar

Four circuit safety valve

Static closing pressure, bar

Trailer check valve or safety safety valve*(2) depending on design

Supply pressure corresponding to a control pressure of 1.5 bar

Service brake system

Minimum design pressure in the service brake system*(1), *(3), bar

*(1) Not applicable for trailers.

*(2) Not applicable to vehicles with electronically controlled braking systems.

*(3) In case of difference from the minimum cut-in pressure.

Characteristics of wheel brake cylinders*

Axis serial number

Type of brake cylinder (working / parking)

Maximum stroke, mm

Lever arm, mm

*For trailers only.

5.1.4.6 Initial braking forces

5.1.4.6.1 For vehicles with pneumatic brake systems, the initial braking forces shall be determined on a roller brake tester.

5.1.4.6.2 The initial braking forces shall be determined in the range of pressure values ​​in the actuator from 1 bar to the value generated in the "Type-0" test on each axle. The application for testing in accordance with this standard must specify the initial braking forces for the range of pressure in the brake chamber from a pressure of 1 bar to the pressure developed in the Type-0 test for each axle. The applicant must indicate the initial braking forces for the operating pressure range in the actuating device (brake chamber or brake cylinder) starting from a pressure of 1 bar. The vehicle manufacturer must ensure that this information is available in accordance with 5.1.4.5.1.

5.1.4.6.3 The declared initial braking forces shall be such that the vehicle provides a specific braking force equivalent to that specified in Annex B for the relevant vehicle (50% for vehicle categories, and, except for semi-trailers, and 45% for semi-trailers), in all cases when the braking force measured on the roller stand on each axle, regardless of the load, has a value not less than the initial braking force corresponding to the specified pressure in the actuator within the declared operating pressure range * (5).

5.1.4.7 Consideration should be given to the possibility in a simple way check the correct functioning of the complex electronic systems that control braking. If this requires special information, then it should be freely available.

5.1.4.7.1 In the process of testing for compliance with this standard, it is necessary to inform confidentially about the means of protection against a simple unauthorized change in the mode of operation of the means of verification selected by the manufacturer (for example, a warning signal).

5.1.5 The requirements of Annex V shall be applied to the safety characteristics of all integrated electronic control systems of the vehicle that form or form part of a control drive affecting the braking function, including those electronic systems that use the braking system(s) for automatic or selective braking.

However, systems or functions that use the braking system as a means of solving higher-level tasks need only comply with the requirements of annex V to the extent that these systems or functions directly affect the braking system. If present, such systems shall not be deactivated when the braking system is tested in accordance with this standard.

5.2 Characteristics of braking systems

5.2.1. Braking systems for vehicles of categories M and N

5.2.1.1 The set of brake systems that the vehicle is equipped with must meet the requirements for service, reserve and parking brake systems, discussed below.

5.2.1.2. Systems providing service, emergency and parking braking may have common elements, provided that they comply with the following requirements:

5.2.1.2.1 There shall be at least two controls independent of one another and easily accessible to the driver in the normal operating position.

For vehicles of all categories, with the exception of and, each control (excluding the control of the long-acting brake system) must be designed so that after removal of the force it returns to the position of complete absence of control action. This requirement does not apply to the parking brake control (or the corresponding part of the combined control) if it is mechanically fixed in a position corresponding to the operation of the brake.

5.2.1.2.2. The control of the service brake system must be independent of the control of the parking brake system.

5.2.1.2.3 If the service brake system and the spare brake system have a common control, the performance of the mechanical connections between this control and other elements of the brake actuators shall not deteriorate during the specified period of operation.

5.2.1.2.4 If the service brake system and the emergency brake system have a common control, the parking brake system shall be designed so that it can be actuated while the vehicle is in motion. This requirement does not apply if the service brake system can be controlled, at least partially, by means of an auxiliary control.

5.2.1.2.5 Without prejudice to the requirements of 5.1.2.3, the service brake system and the parking brake system may use common elements in their drive(s), provided that in the event of failure in any element of the drive(s), the requirements for spare brake system.

5.2.1.2.6 In the event of a failure of any element other than the brake (see 2.6) or of the elements listed in 5.2.1.2.8, or in the event of any other failure in the service brake system (malfunction, partial or complete exhaustion of energy from the energy accumulator) the emergency braking system or the part of the service braking system that is not affected by the malfunction must be able to stop the vehicle, fulfilling the requirements established for emergency braking.

5.2.1.2.7 In particular, when the emergency brake system and the service brake system have a common control and a common brake drive:

5.2.1.2.7.1. If service braking is carried out using the muscular energy of the driver, supplemented by energy from one or more batteries, emergency braking must, in the event of a failure of the source of this additional energy, be provided by the muscular energy of the driver, supplemented by energy from batteries not affected by the malfunction. (if any), while the value of the force applied to the control should not exceed the specified maximum value;

5.2.1.2.7.2. Where service braking and control is solely by driver-controlled battery power supply, there shall be at least two fully independent power banks, each with its own independent brake actuator, each of which may act on brakes of two or more wheels, selected in such a way that these wheels carry out emergency braking with the established efficiency, without causing a dangerous violation of the stability of the vehicle. In addition, each of the mentioned energy accumulators shall be equipped with a warning device in accordance with 5.2.1.13. In each circuit of the service brake system, at least one reservoir of compressed air must be provided with a device for draining and emptying, located in an appropriate and easily accessible place;

5.2.1.2.7.3. Where service braking and its control depend solely on the use of an energy store, it may be sufficient to have one energy store dedicated to the brake drive, provided that emergency braking with the prescribed efficiency is provided by the muscular energy of the driver when it is applied to the control service brake system, as well as the requirements of 5.2.1.6.

5.2.1.2.8 Certain parts such as pedal and its pivots, master cylinder and its plunger or plungers (in hydraulic systems), control valve (in hydraulic and/or pneumatic systems), mechanical connections between pedal and master cylinder or control valve (crane), brake cylinders and their plungers (in hydraulic and/or pneumatic systems), brake cams with levers are considered to be not subject to breakage if they are designed with a large margin of safety, are easily accessible for installation and demonstrate safety performance at least equivalent to those specified for other vital elements of the vehicle (such as steering arms and rods). Each of the listed parts, the failure of which would lead to the impossibility of braking the vehicle with an efficiency no less than that established for the spare brake system, must be made of metal or other material with equivalent characteristics and must not be deformed under normal operating conditions of the brake systems.

5.2.1.3 If the vehicle has separate controls for the service brake system and the emergency brake system, simultaneous action on both controls must not render both of these brake systems inoperable at once, both in the case of their normal working state and in the event of a malfunction of one of them.

5.2.1.4 The service brake system, whether or not it is combined with the spare brake system, must be designed so that in the event of a failure in any part of its drive, a sufficient number of wheels of the vehicle can still be braked under the influence of the control of the spare brake. systems. These wheels must be selected so that the residual effectiveness of the service braking system meets the requirements of B.2.4 (Appendix B).

5.2.1.4.1 However, the requirements listed below shall not apply to tractors intended for towing semi-trailers if the drive of the service brake system of the semi-trailer is independent of the drive of the service brake system of the tractor.

5.2.1.4.2. If a malfunction occurs in any part of the hydraulic brake actuator, the driver must be informed of it by means of a red warning light as prescribed in 5.2.1.29.1.1. Alternatively, this alarm can be used when the fluid level in the reservoir drops below the manufacturer's specified limit.

5.2.1.5 In a vehicle where braking energy is used other than the muscular energy of the driver, there is no need for more than one source of supply of such energy (hydraulic pump, air compressor, etc.), however, the means of controlling the device that forms such a source, should be as secure as practicable.

5.2.1.5.1 In the event of a failure in any part of the brake actuator, power must continue to be supplied to the remaining intact actuator elements if this is necessary to stop the vehicle with the efficiency prescribed for residual and/or emergency braking. This requirement must be met by means of devices that are easily activated on a stationary vehicle or automatic devices.

5.2.1.5.2 In addition, the energy accumulators located downstream of these devices (in the direction of action of the drive), in the event of a failure in the power supply line, must, after four complete actions on the control of the service brake system under the conditions specified in E.1.1.2, E.2.1.2 and E.3.1.2 (Appendix E), stop the vehicle at the fifth impact with the efficiency prescribed for the spare brake system.

5.2.1.5.3 In the case of hydraulic braking systems with energy reservoir(s), these requirements are considered to be met provided that the requirements specified in E.3.1.2.2 (Annex E) are met.

5.2.1.6 The requirements of 5.2.1.2, 5.2.1.4 and 5.2.1.5 shall be met without the use of any automatic device, the inefficiency of which may be overlooked by the fact that its elements are intended to be activated only in the event of a malfunction in braking system.

5.2.1.7 The service brake system must act on all wheels of the vehicle, and its effect must be properly distributed along the axes of the vehicle.

5.2.1.7.1 If the vehicle has more than two axles, then in order to avoid blocking the wheels or burning the brake linings, the braking force on individual axles can be automatically reduced to zero in the event that significantly reduced loads are transmitted through these axles, provided that the vehicle meets all the requirements for brake performance as specified in Appendix B.

5.2.1.7.2 In vehicles of categories and with category B electrical regenerative braking systems, the braking impulse from other braking sources may be appropriately phase-shifted to allow only the electric regenerative braking system to operate, provided that the following requirements are met simultaneously:

5.2.1.7.2.1 Internal changes in braking torque in an electric regenerative braking system (e.g. due to changes in the electrical characteristics of traction batteries) shall be automatically compensated by a corresponding change in phase shifts, provided that one of the following requirements*(6) is simultaneously met:

— requirements B.1.3.2 (Annex B) or

— H.5.3 requirements (Appendix H), including the case when the electric motor is on.

5.2.1.7.2.2 If necessary*(6), in order to continue to ensure that the actual value of the specific braking force meets the expectations of the driver, taking into account the realistically achievable grip of the tires with the road surface, braking should be automatically applied to all wheels of the vehicle.

5.2.1.8 The impact of the service brake system must be distributed over the wheels of one axle symmetrically to the longitudinal plane of symmetry of the vehicle. The presence of compensation systems and other devices (for example, ABS) that can break the symmetry of the distribution must be declared.

5.2.1.8.1 The driver shall be informed by a yellow warning signal, as specified in 5.2.1.29.1.2, that there is wear or a malfunction in the braking system which is compensated for by the electric control gear. This requirement must be met under all loading conditions if the deviations to be compensated exceed the following limit values:

5.2.1.8.1.1 to compensate for the pressure difference in the brake actuators of the left and right sides on each axle:

5.2.1.8.1.2 for individual pressure compensation on each axle:

a) more than 50% of the nominal value of pressure during deceleration of the vehicle, not less;

b) the value corresponding to 50% of the nominal pressure value at deceleration equal to, at deceleration less than.

5.2.1.8.2 The compensation specified above is only permitted if the initial application of the brakes is at vehicle speeds greater than 10 km/h.

5.2.1.9 Malfunctions in the electric brake drive must not cause the vehicle to brake if this is contrary to the driver's intentions.

5.2.1.10 The service, reserve and parking brake systems shall act on the rubbing surfaces of the brakes associated with the wheels through elements of sufficient strength.

If the braking torque on a particular axle or axles is generated by both a friction braking system and a category B electric regenerative braking system, the electrical system may be switched off provided that the friction braking source continues to operate and is capable of compensating as specified in 5.2.1.7.2.1.

In the case of short-term transients associated with the disabling of the electric brake system, incomplete compensation is allowed, however, for a period of time not exceeding 1 s, this compensation must reach at least 75% of its final value.

However, in all cases, a permanently connected source of frictional braking must ensure the continued operation of the service and reserve braking systems with a specified degree of effectiveness.

Opening of the working surfaces of the parking brake system is allowed only on condition that this opening is controlled by the driver from his workplace using a system that excludes the possibility of actuating it in case of depressurization.

5.2.1.11 Brake wear shall be easily remedied by a manual or automatic adjustment system. At the same time, the control element and elements of the brake drive must retain the ability to move and, if necessary, appropriate compensating devices must be provided to ensure effective braking when the brakes heat up or when the brake linings reach a certain degree of wear, without the need for immediate adjustment.

5.2.1.11.1 The service brake wear shall be adjusted automatically. However, the installation of automatic brake adjustment devices is not a mandatory requirement for off-road vehicle categories and and for rear wheel brakes of vehicle categories and.

Brakes equipped with automatic adjustment devices shall, after successive heating and cooling cycles, allow the vehicle to roll freely as defined in B.1.5.4 (Annex B) following the paragraphs specifying the Type-I test requirements.

5.2.1.11.2 Checking wear of service brake friction elements

5.2.1.11.2.1 There shall be easy access to the service brake to check for wear of the brake linings outside the vehicle or from the side of the roadway, for example, through the holes provided for by the design or any other devices, using only the tools and devices included in the standard package TS. Instead, it is allowed to equip the vehicle with an acoustic or optical device that warns the driver at his workplace about the need to replace the brake linings. The yellow warning signal may be used as an optical warning signal, the requirements for which are specified in 5.2.1.29.1.2.2.

5.2.1.11.2.2 The assessment of the degree of wear of the working surfaces of brake discs and drums is carried out only by direct measurement of the working elements, which may require partial disassembly. Therefore, in order to test for compliance with the requirements of this standard, the vehicle manufacturer must:

b) prepare information on the maximum allowable wear, upon reaching which it is necessary to replace these elements.

This information must be freely available, for example in the instruction manual or on electronic media.

5.2.1.12 In hydraulically actuated brake systems, the filling holes of the hydraulic fluid reservoirs shall be easily accessible, and the reservoirs containing the reserve volume of the hydraulic fluid shall be designed so that the fluid level can be easily checked without the need to open such reservoirs. . If this condition is not met, then a red warning signal, as specified in 5.2.1.29.1.1, shall be provided to alert the driver to a drop in the fluid level in the reservoir that could cause brake failure. The type of fluid to be used in a hydraulic brake system must be identified by a symbol corresponding to Figure 1 or 2 of GOST 29200. This symbol must be placed so that it is clearly visible, indelible and located at a distance of not more than 100 mm from the corresponding filling holes of the reservoirs for the working fluid. The manufacturer may provide additional information.

5.2.1.13 Warning device

5.2.1.13.1 If the prescribed emergency braking performance of the vehicle cannot be achieved by the emergency braking system without the use of energy from the energy accumulator, then any vehicle equipped with a service brake system activated by energy from the energy accumulator must be equipped in addition to a system pressure indicator warning device next to it. This warning device shall give an optical or acoustic signal when the amount of energy stored by the accumulator(s) in any part of the brake system is reduced to a level at which, without replenishment of the energy accumulator and regardless of the vehicle loading conditions, it is possible at the fifth impact on the control of the service brake system after four full actions to ensure braking with the efficiency prescribed for emergency braking (in the absence of failures in the drive of the emergency braking system and the minimum allowable gaps in the brakes). This warning device must be directly and permanently connected to the electrical circuit. When the engine is running under normal operating conditions and in the absence of a malfunction in the braking system, for example in the case of tests to the requirements of this standard, the warning device shall not give any signal, except for the period necessary to fill the energy storage battery (batteries) after starting the engine. The optical warning signal shall be a red warning signal complying with the requirements of 5.2.1.29.1.1.

5.2.1.13.1.1 However, if the vehicle is found to meet the requirements of 5.2.1.5 solely on the basis of its compliance with the requirements of E.3.1.2.2 (Annex E), the warning device shall, in addition to the optical signal, also emit an acoustic signal. Such signals do not have to be turned on simultaneously, provided that each of them meets the requirements mentioned above and the acoustic signal does not turn on before the optical signal. The optical warning signal should be a red warning signal, the requirements for which are specified in 5.2.1.29.1.1.

5.2.1.13.1.2. The acoustic warning device may not activate when the handbrake is applied and/or (at the option of the manufacturer) when the selector is in the "Park" position in the case of an automatic transmission.

5.2.1.14. Without prejudice to the requirements of 5.1.2.3. Where the auxiliary power source is an essential factor in the operation of the braking system, the energy store shall be such that, in the event of an engine stop or failure of the devices used to control the power source, sufficient braking power is available. to bring the vehicle to a complete stop under prescribed conditions. In addition, if the muscular energy applied by the driver to the parking brake system is amplified by an auxiliary device, the parking brake system must also be activated in the event of a failure of the auxiliary device. In this case, if necessary, an energy storage device that is not used to power the auxiliary device during its normal operation should be used. As such an energy accumulator, it is allowed to use an energy accumulator intended for a spare brake system.

5.2.1.15 In the case of a power-driven vehicle officially authorized to tow a trailer equipped with brakes controlled by the driver of the towing vehicle, the service brake system of the towing vehicle must be equipped with a device designed so that in the event of a failure of the trailer brake system or an interruption in the flow in the supply air line ( or other type of connection that can be used) between the towing vehicle and its trailer, it was still possible for the towing vehicle to brake with the efficiency prescribed for emergency braking. Such a device must be placed exclusively on the towing vehicle.

5.2.1.16 Pneumatic/hydraulic auxiliary equipment must be energized in such a way that the prescribed deceleration values ​​can be achieved during the operation of this equipment and that, even in the event of a power source failure, the operation of the auxiliary equipment would not lead to the depletion of energy batteries supplying the brake system, below the minimum level specified in 5.2.1.13.

5.2.1.17. The service brake system of trailers of category or shall be of the undivided or semi-split type.

5.2.1.18 If the vehicle is officially approved for towing a trailer of category or, its braking systems must meet the following requirements:

5.2.1.18.1 Activation of the emergency braking system of the towing vehicle must also cause controlled braking of the towed vehicle.

5.2.1.18.2 In the event of a malfunction in the service braking system of the towing vehicle, which consists of at least two independent parts, the part(s) not affected by the malfunction must be able to fully or partially activate the brakes of the trailer. The metering of this brake action must be ensured. If such action is achieved by means of a valve which is normally inoperative, then this valve may only be used if it can be easily checked by the driver for correct operation (without the use of tools) either from inside the cab or from outside.

5.2.1.18.3 In the event of a malfunction (e.g. a rupture or leak) in one of the pneumatic connecting lines, a break or defect in the electrical control line, it shall be possible for the driver to fully or partially apply the trailer brakes using either the service brake system control or the emergency brake control, or the parking brake control, unless the failure causes the trailer to brake automatically with the efficiency prescribed in B.3.3 (Annex B).

5.2.1.18.4 The automatic braking referred to in 5.2.1.18.3 is considered to have occurred when the following requirements are met:

5.2.1.18.4.1 with a fully activated control from among those mentioned in 5.1.2.1.18.3, the pressure in the supply line shall decrease to 1.5 bar in the next 2 s, in addition, after the control is released, the pressure in the supply line shall be restored;

5.2.1.18.4.2. In the event of a pressure drop in the supply line of at least 1 bar/s, automatic braking of the trailer shall begin before the pressure in the supply line drops to 2 bar.

5.2.1.18.5 In the event of a malfunction in one of the control lines connecting two vehicles equipped in accordance with the requirements of 5.1.3.1.2, the control line remaining in good condition shall automatically provide the braking power prescribed for the trailer in B.3.1 (Appendix AT).

5.2.1.19 In the case of a mechanical vehicle equipped for towing a trailer, equipped with an electric brake system in accordance with Clause 1.1 (Appendix II), the following requirements must be met:

5.2.1.19.1 The power sources (alternator and storage battery) of the tractor shall be capable of providing the necessary current parameters for powering the electric braking system. When the engine is running in idling mode at a speed recommended by the manufacturer, and operating electrical devices installed on the vehicle by the manufacturer as standard equipment, the voltage in the electrical circuits during the period of maximum energy consumption by the electric brake system (characterized by a current strength of 15 A) should not drop below 9.6 V when measured at the junction of tractor and trailer. Short circuits in electrical circuits should not occur even during overloads.

5.2.1.19.2 In the event of a malfunction in the service braking system of the towing vehicle, which consists of at least two independent parts, its part or parts not affected by the malfunction must be able to fully or partially activate the brakes of the trailer.

5.2.1.19.3. The use of a brake signal sensor and its circuit to activate an electric brake system is permitted only if the activating circuit is connected in parallel with the brake signal and the sensor and brake signal circuit available are capable of withstanding the increased load.

5.2.1.20 In the case of a pneumatic service brake system consisting of two or more independent sections, leakage from one section to another, occurring near the control or downstream of the control, must be continuously vented to the atmosphere.

5.2.1.21 In the case of a power-driven vehicle officially authorized to tow a trailer of category or, the service brake system of the trailer must be actuated in conjunction with the service, reserve or parking brake system of the towing vehicle. The use of trailer brakes only is allowed if they are automatically activated by the towing vehicle solely to stabilize the vehicle.

5.2.1.22 Mechanical vehicles of categories and having no more than four axles must be equipped with ABS category 1 in accordance with Appendix H.

5.2.1.23 Power-driven vehicles of the category equipped with spare wheels for temporary use must comply with the technical requirements of Appendix 3 to GOST R 41.64.

5.2.1.24 Power-driven vehicles authorized to tow an ABS-equipped trailer must also be equipped with a specific electrical connector complying with either *(7) for the trailer's electrical control gear and/or ABS.

5.2.1.25 Additional requirements for all vehicle categories, as well as categories weighing less than 5 tons, equipped with an electric regenerative braking system

5.2.1.25.1 Additional requirements for vehicles equipped with an electric regenerative braking system of category A

5.2.1.25.1.1 The electric regenerative braking system of vehicles of categories and must be activated exclusively by accelerator and/or shifting the transmission selector to neutral.

5.2.1.25.1.2 In addition, for all category vehicles and category vehicles weighing less than 5 t, the electric regenerative brake control may be made in the form of a separate switch or lever.

5.2.1.25.2 Additional requirements for vehicles equipped with an electric regenerative braking system of category B

5.2.1.25.2.1 It shall be impossible to disable, partially or completely, any element of the service braking system, except for disconnection by means of automatic devices. This does not imply a departure from the requirements of 5.2.1.10.

5.2.1.25.2.2. The service brake system shall have only one control.

5.2.1.25.2.3 For vehicles equipped with electric regenerative braking systems of both categories, all requirements relating to vehicles of these categories shall be met, except for the requirements of 5.2.1.25.1.1.

In addition, the action of the service brake system should not reduce the above-mentioned braking effect caused by the termination of the influence on the accelerator control.

5.2.1.25.2.4. The service braking system shall not be adversely affected by the disconnection of the electric motor(s) or the gear ratio used.

5.2.1.25.2.5. If the action of the electric braking component is determined by the relationship established between the information from the service brake control and the braking force on the respective wheels, then to faults that distort this relationship and lead to a change in the distribution of braking forces along the axles (see 5.2.1.25.2.5. appendix K or appendix L, as applicable), the driver must be indicated by an optical warning signal that turns on at least at the moment the control is activated and remains on until this malfunction is eliminated and the start switch (key) of the vehicle is in the on (“ ON") position.

5.2.1.25.3 Magnetic and electric fields shall not adversely affect the operation of the electric regenerative braking system.

5.2.1.25.4 If the vehicle is equipped with ABS, this system shall control the electric regenerative braking system.

5.2.1.26 Special additional requirements for the electric parking brake system

5.2.1.26.1 In the event of a malfunction in the electric brake actuator, any spontaneous activation of the parking brake system shall be prevented.

5.2.1.26.2 In the event of a break in the wiring inside the electric control actuator, external to the electronic control unit (s) of the control, excluding energy sources, or in the event of a malfunction in the control, it must be possible to actuate the parking brake system from the driver's seat and holding with its help a loaded vehicle in a stationary state on a rise or slope of 8%. Instead of fulfilling this requirement, in the same cases, automatic activation of the parking brakes on a stationary vehicle is allowed, provided that they achieve the same effectiveness and that, when applied, they remain on regardless of the position of the ignition key (start key). In this case, the parking brakes should be automatically released as soon as the driver begins to bring the vehicle into motion. In the case of vehicle categories, and, it is permitted to use the engine and mechanical powertrain or automatic transmission (in park mode) to achieve or assist in achieving the parking braking performance prescribed above. In addition, it must be possible, if necessary, to reverse the operation of the parking brake system using tools and/or accessories carried/installed on the vehicle.

5.2.1.26.2.1 In the event of a break in the wiring inside the electric drive or a malfunction in the parking brake control, the driver must be informed by means of a yellow warning signal, the requirements for which are specified in 5.2.1.29.1.2. If there is a break in the wiring inside the electric parking brake control actuator, this yellow warning light should turn on as soon as such a break occurs. In addition, the driver must be informed of the aforementioned malfunction in the control or a break in the wiring outside electronic block(electronic units) control, excluding the power source, by means of a flashing red warning signal, the requirements for which are specified in 5.2.1.29.1.1. The signal must remain on all the time during which the ignition key (start key) is in the "ON" position, and for at least 10 seconds after that, provided that the control is in the "ON" position. "). If the activation of the parking brake system is normally signaled by a separate warning red signal that complies with all the requirements of 5.2.1.29.3, then this signal must also be used in the case described above, provided that the specified requirements for a red signal are met.

5.2.1.26.3 It is allowed to supply power from the electric drive of the parking brake system to additional equipment, provided that this energy is sufficient to activate the parking brake system in addition to the electrical load in the vehicle circuit in the absence of faults. In addition, where the energy storage is also used by the service brake system, the requirements of 5.2.1.27.7 shall be met.

5.2.1.26.4 After the ignition/start key controlling the power supply to the braking equipment is switched to the "off" position and/or removed, it must still be possible to apply the parking brake system, since this system must not be deactivated .

5.2.1.27 Special additional requirements for electrically operated service brake systems

5.2.1.27.1 With the parking brake released, the service brake system shall be capable of producing a total static braking force at least equal to the braking force prescribed for the Type-0 test, even when the ignition/start key is in the position "Off" and / or removed. Power-driven vehicles officially approved for towing trailers of categories and must generate a full control signal for the working brake system of trailers. In this case, a sufficient amount of energy must be supplied to the electric drive of the service brake system.

5.2.1.27.2 A single temporary failure of less than 40 ms duration in an electrical control gear, other than its power supply (for example, an interruption in signal transmission or information failure), shall not significantly affect the effectiveness of service braking.

5.2.1.27.3 The driver shall be informed of a malfunction in an electrical control actuator*(8) affecting the operation and efficiency of systems covered by this standard, other than the power accumulator included in that actuator, by means of a red or yellow warning light. , the requirements for which are specified in 5.2.1.29.1.1 and 5.2.1.29.1.2, as applicable. When the prescribed braking performance can no longer be achieved, the driver must be informed of faults in the electrical circuit (open circuit, loss of contact), as soon as these faults occur, by flashing a red warning light, while the prescribed residual braking performance must be ensured by acting on the control. control of the service brake system in accordance with B.2.4 (Appendix B). These requirements do not mean non-compliance with the established requirements for emergency braking.

5.2.1.27.4 On a power-driven vehicle electrically connected to the trailer via an electrically controlled brake actuator, a clear warning to the driver of a malfunction should be provided as soon as the energy reserve in any part of the trailer's service brake system falls below the critical level specified in 5.2.2.16. A similar warning shall be provided when the trailer's electrical control gear, other than its power storage, experiences an open circuit for more than 40 ms, preventing the trailer's service braking performance as prescribed in 5.2.2.15.2.1 from being achieved. For such a warning, a red warning signal shall be used, the requirements for which are specified in 5.2.1.29.2.1.

5.2.1.27.5 In the event of a fault in the power source of the electric control actuator, which begins to manifest itself at its normal energy level, after twenty consecutive full strokes of the service brake control, the full range of control actions on the service brake system shall be guaranteed. During the test, the brake control shall be subjected to maximum action within each successive activation for 20 s, followed by release of the control for a period of 5 s. During the test described above, sufficient power must be applied to ensure full activation of the service brake system. Compliance with this requirement does not eliminate the need to comply with the requirements set out in Annex E.

5.2.1.27.6. If the battery voltage has dropped to a level below the manufacturer's specified limit at which the prescribed service braking performance can no longer be guaranteed and/or which prevents each of at least two independent service brake circuits from achieving the prescribed performance of the spare or residual braking, then the red warning signal, the requirements for which are specified in 5.2.1.29.1.1, shall turn on. After activation of the warning signal, it shall be possible to use the service brake control and provide at least the residual braking performance required by B.2.4 (Annex B). In this case, a sufficient amount of energy must be supplied to the service brake system. Compliance with this requirement does not eliminate the need to comply with the requirements relating to emergency braking.

5.2.1.27.7 If the auxiliaries are powered by the same energy storage as the electric control gear, then, when the engine is running at a speed not exceeding 80% of the maximum load speed, the supply of energy necessary to achieve the prescribed deceleration values ​​shall be be provided either with a supply of energy sufficient to prevent the battery from discharging when all auxiliary equipment is operating at full load, or by automatically disconnecting pre-selected elements of ancillary equipment at a voltage above the critical level defined in 5.2.1.27.6, in order to prevent further discharge of the battery. The fulfillment of this requirement can be confirmed by calculation or tests. For vehicles officially approved for towing trailers of category or, the energy consumption of the trailer must be taken into account by connecting a load of 400 W. The requirements of this paragraph do not apply to vehicles whose prescribed deceleration values ​​can be achieved without the use of electrical energy.

5.2.1.27.8 If the auxiliaries are powered by an electrical control gear, the following requirements shall be met:

5.2.1.27.8.1 In the event of a failure of the power source while the vehicle is in motion, the energy reserve in the battery must be sufficient to activate the brakes when the control is actuated.

5.2.1.27.8.2 In the event of a failure of the power source on a stationary vehicle with the parking brake system activated, the energy reserve in the battery must be sufficient to turn on the lighting even with the brakes applied.

5.2.1.27.9 In the event of a malfunction of the electric control drive of the service brake system of a towing vehicle equipped with an electric control line in accordance with 5.1.3.1.2 or 5.1.3.1.3, it shall be possible to fully activate the trailer brakes.

5.2.1.27.10 In the event of a malfunction of the electric control drive of the trailer brakes, connected to the towing vehicle only by an electric control line in accordance with 5.1.3.1.3, the braking of the trailer shall be provided in accordance with 5.2.1.18.4.1. This requirement must be complied with both in the event of a signal on the trailer requiring braking through the supply line and transmitted through the communication circuit built into the electrical control line, and in the event of a long interruption in the transmission of information. The requirements of this paragraph do not apply to mechanical vehicles not intended for operation with trailers, the connection to which is carried out only through an electric control line in accordance with 5.1.3.5.

5.2.1.28 Special requirements for the drawbar force regulator

5.2.1.28.1 The force regulator in the coupling device must be installed only on the towing vehicle.

5.2.1.28.2 The operation of the force regulator in the coupling device shall reduce the difference between the dynamic specific braking forces of the towing and towed vehicle. The function of the force regulator in the hitch must be checked by a testing laboratory. The method for performing the check should be agreed with the manufacturer, as well as the method for evaluating the results. The results obtained shall be presented in the test report.

5.2.1.28.2.1. The force regulator in the hitch may control the specific braking force and/or the braking forces of the trailer. If the towing vehicle is equipped with two control lines in accordance with 5.1.3.1.2, the signals from both lines shall cause the same control actions.

5.2.1.28.2.2 The force regulator in the coupling device shall not interfere with the use of the maximum possible braking pressure.

5.2.1.28.3 The vehicle must meet the requirements for compliance with the load range specified in Appendix K, however, to meet the requirements of 5.2.1.28.2, the vehicle may deviate from the requirements of Appendix K when the force regulator in the coupling device is operating.

5.2.1.28.4 The driver shall be informed of a failure of the force regulator in the coupling device by a yellow warning signal in accordance with the requirements of 5.2.1.29.1.2. In the event of a malfunction, the applicable requirements of Annex K shall be complied with.

5.2.1.28.5 A yellow warning signal, as specified in 5.2.1.29.1.2, shall inform the driver of the compensating action of the coupling force regulator if this compensation exceeds 1.5 bar relative to the nominal required value as defined in 2.28.3. , but does not exceed the value of bar (or its equivalent discrete value of the electrical signal). If the value exceeds 6.5 bar, then a warning shall be issued when the compensation causes the actuation point (see Figures 1 and 2) to move outside the load compatibility range specified for mechanical vehicles in Annex K.

5.2.1.28.6 The coupling force control system shall only be used to control the forces in the coupling device arising from the operation of the service brake system of the tractor and trailer. Coupling forces due to long-term braking systems must not be compensated by the service braking systems of the tractor or trailer. It is generally accepted that long-term brake systems are not integral parts of service brake systems.

5.2.1.29 The general requirements for optical warning signals designed to inform the driver about malfunctions (defects) of specific predetermined types in the braking equipment of a power-driven vehicle or, where applicable, its trailer, are given in 5.2.1.29.1-5.2.1.29.5. The use of these signals in cases not specified in 5.2.1.29.6 is only permitted in accordance with the requirements of this standard.

5.2.1.29.1 Optical warning signals in mechanical vehicles shall inform about the following malfunctions and brake defects:

5.2.1.29.1.1. Red warning signal - about malfunctions in the brake systems specified in this standard, which prevent the realization of the full effectiveness of service braking and / or impair the functioning of at least one of the two independent circuits of the service brake system;

5.2.1.29.1.2 yellow warning signal, where applicable, about a defect in the braking equipment of the vehicle, information about which is transmitted through the electrical circuit and the presence of which is not indicated by the red warning signal according to 5.2.1.29.1.1.

5.2.1.29.2 With the exception of vehicle categories and, in mechanical vehicles equipped with an electric control line and/or trailers officially approved for towing, equipped with electric brakes and/or ABS, a separate yellow warning signal informing about a defect in the ABS and / or in the electric brake drive of the trailer brake equipment. The electrical signal about the defect must come from the trailer through pin N 5 of the electrical connector corresponding to or * (9). In all cases, the electrical signal must be transmitted without significant delays and distortions in the electrical circuit of the towing vehicle. The optical warning shall not be activated if the towing vehicle is connected to a trailer without an electrical control line and/or electric brakes and/or ABS, or if the towing vehicle is not connected to a trailer. The described function should be automatic.

5.2.1.29.2.1 For a mechanical vehicle equipped with an electric control line, when connected to a trailer via this control line, a red warning signal shall also be provided, in accordance with the requirements of 5.2.1.29.1.1, and informing about specific malfunctions of predetermined types in the braking equipment trailer every time the corresponding information is received from the trailer through the data circuit in the electrical control line. The red warning signal is in addition to the yellow warning signal specified in 5.2.1.29.1.2. Instead of using the red warning signal, the requirements for which are specified in 5.2.1.29.1.1, together with the yellow warning signal mentioned above, it is allowed to equip the towing vehicle with a separate red warning signal informing about malfunctions of predetermined types in the trailer braking equipment.

5.2.1.29.3 Warning signals should be visible at all hours of the day. The driver, while at his workplace, should easily recognize the on and off states of the warning signals. Malfunctions of elements of warning devices should not lead to a decrease in the effectiveness of braking systems.

5.2.1.29.4 Unless otherwise specified, then:

5.2.1.29.4.1. The driver shall be informed of the occurrence of a predetermined type of malfunction by means of the aforementioned warning signal(s) no later than the activation of the relevant control;

5.2.1.29.4.2. The warning signal(s) shall remain illuminated for the duration of the fault and with the ignition key in the "ON" position, and

5.2.1.29.4.3 the warning signal shall be switched on in a constant (non-flashing) mode.

5.2.1.29.5 The above warning signal(s) shall be activated when the electrical equipment of the vehicle is switched on (including the electrical circuits of the braking system). When the vehicle is stationary, the brake system must confirm the absence of malfunctions and defects of all predetermined types, and only after that the warning signal (s) must turn off. Information about malfunctions and defects of predetermined types that should activate the warning signal (s) specified above, but which are not detected on a stationary vehicle, should be accumulated as they are detected, and the corresponding signals should alert the driver to the presence of the indicated above faults and defects when starting the engine, as well as every time the ignition key (start key) is in the “ON” position, throughout the entire time these faults (defects) are present.

5.2.1.29.6 It is allowed to inform about malfunctions (defects) of non-predetermined types or to show other information related to the brakes and / or running gear of mechanical vehicles using yellow signals, the requirements for which are established in 5.2.1.29.1.2, subject to the following conditions:

5.2.1.29.6.1 The vehicle is stationary;

5.2.1.29.6.2 after the electrical circuit of the braking equipment has been energized for the first time and the signal has shown that the procedures described in 5.2.1.29.5 have not identified the presence of any predetermined fault modes, and

5.2.1.29.6.3 information about non-preset types of faults and other information is displayed only by flashing a warning signal. However, the warning signal must turn off before the vehicle speed exceeds 10 km/h for the first time.

5.2.1.30 Generation of a signal pulse to turn on the brake lamps (stop lights)

5.2.1.30.1. Activation by the driver of the service brake system shall result in the generation of a signal pulse which will be used to switch on the brake lamps.

5.2.1.30.2 Generation of a signal pulse associated with the operation of long-term braking systems

5.2.1.30.2.1. A signal pulse associated with the activation of the continuous braking system may be generated, unless the deceleration occurs only due to engine braking.

5.2.1.30.3 Activation of the service braking system by means of "automatically controlled braking" (see 2.29) shall result in the generation of the above signal pulse. However, if the implemented deceleration does not exceed at vehicle speeds over 50 km/h, this alarm pulse can be disabled*(10).

5.2.1.30.4 The activation of a part of the service braking system by "selective braking" (see 2.30) shall not result in the generation of a signal pulse*(11).

5.2.1.30.5 If the vehicle is equipped with an electrical control line, a signal pulse shall be generated by the towing vehicle when the message "Enable brake signals"*(12) is received from the trailer via the electrical control line.

5.2.1.30.6. Electric regenerative braking systems that produce a retarding force when the accelerator pedal is released shall not generate a signal pulse.

5.2.1.31 If the vehicle is equipped with devices informing about emergency braking, then the activation and termination of the emergency braking signal must meet the following requirements:

5.2.1.31.1 The signal shall be activated at values ​​of deceleration caused by the action of the service brake system, not less than:

For all vehicles, the signal must stop its action no later than the moment the deceleration drops below.

5.2.1.31.2 The following conditions may also be met:

a) when the service brake system is activated on an empty vehicle with a disconnected engine in the "Type-0" test (see Appendix B), the emergency braking signal must be activated at deceleration values ​​not less than:

(At the same time, for all vehicles, the signal must stop its action no later than the moment the deceleration falls below.)

b) when the service brake system is activated, when the vehicle is moving at a speed of over 50 km/h and the ABS operates in full cycle in accordance with H.2 (Appendix H).

The signal should stop its action after the ABC stops working for a full cycle.

5.2.2 Category O vehicles

5.2.2.1 Trailers of a category may not be equipped with a service brake system, but if a trailer of this category is fitted with a service brake system, it must meet the same requirements as the trailer of the category.

5.2.2.2. Trailers of the category shall have a service braking system of a single, semi-split or inertial type. The inertial braking system may only be installed on trailers with a central axle. However, it is allowed to use electric braking systems that meet the requirements of Appendix P.

5.2.2.4. The service brake system shall:

5.2.2.4.1 act on all wheels of the vehicle;

5.2.2.4.2 distribute its action accordingly along the axes of the vehicle;

5.2.2.4.3 have at least one compressed air reservoir equipped with a drainage and drying device located in an easily accessible place.

5.2.2.5 The action of the service brake system must be distributed over the wheels of each axle of the vehicle symmetrically with respect to the longitudinal plane of symmetry of the vehicle. The presence of brake force compensating devices and systems such as ABS, which can break the symmetry of the distribution of the action of the service brake system, must be declared.

5.2.2.5.1. The driver shall be informed by a yellow warning signal, as specified in 5.2.1.29.2, that there is wear or a malfunction in the braking system which is compensated by the electric control gear. This requirement must be met under all loading conditions if the deviations to be compensated exceed the following limit values:

5.2.2.5.1.1 to compensate for the pressure difference in the brake actuators of the left and right sides on each axle:

a) 25% of the highest pressure value during deceleration of the vehicle, not less;

b) the value corresponding to 25% of the pressure value for deceleration equal to, decelerating less than;

5.2.2.5.1.2 for individual pressure compensation on each axle:

a) more than 50% of the nominal value when decelerating the vehicle is not less;

b) value corresponding to 50% of the nominal value for deceleration equal to, deceleration less than.

5.2.2.5.2. The compensation set out above is only permitted if the initial application of the brakes takes place at vehicle speeds greater than 10 km/h.

5.2.2.6 Malfunctions in the electric brake drive must not cause the vehicle to brake if this is contrary to the driver's intentions.

5.2.2.7. The working surfaces of the brakes, the action of which is necessary to ensure the prescribed braking performance, shall be permanently connected to the wheels, either directly or through elements that are not subject to destruction.

5.2.2.8 Brake wear should be easily remedied by a manual or automatic adjustment system. At the same time, the control and elements of the brake drive must remain movable and, if necessary, appropriate compensating devices must be provided to allow, when the brakes become hot or when the brake linings reach a certain degree of wear, to ensure effective braking without the need for immediate adjustment.

5.2.2.8.1 Adjustment to compensate for wear of the service brakes shall be automatic. However, the installation of automatic brake adjustment devices is not mandatory for vehicles of categories and.

Brakes equipped with automatic adjustment devices shall, after successive heating and cooling cycles, ensure that the vehicle rolls freely as defined in B.1.7. III".

5.2.2.8.1.1 For category trailers, the requirements of 5.2.2.8.1 shall be considered fulfilled if the requirements of B.1.7.3 are satisfied.

5.2.2.8.1.2 For trailers of categories and the requirements of 5.2.2.8.1 shall be considered fulfilled if the requirements of B.1.7.3*(13) are satisfied.

5.2.2.8.2 Wear check of service brake friction elements

5.2.2.8.2.1 There shall be easy access to the service brake to check for wear of the brake linings from the outside of the vehicle or from the side of the roadway, for example, through the holes provided for by the design or any other devices using only the tools and devices included in the standard equipment of the vehicle .

5.2.2.8.2.2 The degree of wear of the working surfaces of brake discs and drums may be assessed only by direct measurement of the working elements, which may require partial disassembly. Therefore, in order to test for compliance with this standard, the vehicle manufacturer must:

a) determine the method for evaluating the wear of the working surfaces of discs and drums, including the degree of dismantling required, as well as the tools and procedures necessary for this;

5.2.2.9 The braking systems shall be such that when the coupling device is released while the trailer is in motion, the trailer is automatically braked to a complete stop. However, this requirement does not apply to trailers whose maximum mass does not exceed 1.5 tons, provided that the trailers are equipped, in addition to the main hitch, with a spare connecting device (chain, wire rope, etc.) that prevents, in the event of disconnection of the main hitch, drawbar contact with the roadway and provide some residual control action on the trailer.

5.2.2.10 Any trailer that is equipped with a service brake system must also be provided with a parking brake even if the trailer is disconnected from the towing vehicle. The parking brake must be capable of being activated by a person standing on the ground, but if the trailer is used for the transport of persons, this device must be capable of being activated from inside the trailer.

5.2.2.11 If the trailer is fitted with a device to override the compressed air activation of a brake system other than the parking brake system, this other system shall be designed so that it returns to the deactivated position no later than when the compressed air supply to the trailer brake system is restored.

5.2.2.12 Trailers of categories and shall comply with the requirements of 5.2.1.18.4.2. An easily accessible test port must be installed in the control line behind the connection head (in the direction of flow).

5.2.2.12.1 Where trailers are equipped with an electrical control line connected to the electrical control line of the towing vehicle, automatic braking in accordance with 5.2.1.18.4.2 is not implemented until the pressure in the trailer compressed air reservoirs is sufficient to provide the braking performance prescribed in B.3.3. (Appendix B).

5.2.2.13 Trailers of the category must be equipped with ABS in accordance with the requirements of Annex H. Trailers of the category must be equipped with ABS in accordance with the requirements of Annex H for category A.

5.2.2.14 If the auxiliary equipment is powered by the service brake system, the service brake system shall be protected from power loss. In this case, the sum of brake sips on the outer surfaces of the wheels must be at least 80% of the value prescribed for the respective trailer in B.3.1.2.1 (Annex B). This requirement must be met under the following operating conditions:

- during the operation of auxiliary equipment and

— in the event of a break or leakage in the lines connecting auxiliary equipment, unless these faults affect the control signal referred to in K.6 (Annex K). In the latter case, the braking performance requirements specified in K.6 shall be met.

5.2.2.14.1 The above requirements are satisfied if the pressure in the service brake energy accumulator(s) is maintained at a level of at least 80% of the required control line pressure or its equivalent discrete electrical signal value in accordance with B.3.1.2.2 ( appendix B).

5.2.2.15 Special additional requirements for electrically operated service brake systems

5.2.2.15.1 In the event of a single temporary fault in the electric control gear with a duration of less than 40 ms (for example, interruptions in signal transmission or corruption of transmitted information), excluding a malfunction in its power supply, this malfunction shall not reduce the effectiveness of the service brake system.

5.2.2.15.2. In the event of a malfunction in the electrical control gear (eg disconnection, loss of contact), at least 30% of the service brake system's effectiveness as prescribed for the trailer concerned must be maintained. For trailers connected to the towing vehicle only by an electrical control line in accordance with 5.1.3.1.3 and meeting the requirements of 5.2.1.18.4.2 with the braking performance prescribed in B.3.3 (Annex B), in the case where the trailer braking performance exceeding 30 % of the prescribed braking efficiency cannot be further ensured, it is sufficient to fulfill the requirements of 5.2.1.27.10. The fulfillment of these requirements is initiated either by the transmission of the “Braking on the supply line” signal through the information transmission circuit of the electrical control line, or by the complete absence of information transmission through this circuit.

5.2.2.15.2.1 The driver shall be informed of a failure in the trailer's electrical control gear, other than its power storage, affecting the operation and efficiency of the systems covered by this standard, and of failures in the power supply through an electrical connector conforming to or *(7 ), by means of a separate warning signal, the requirements for which are specified in 5.2.1.29.2. The signal to activate the warning signal must be transmitted through the N 5 pin of the electrical connector corresponding to or *(7), *(14).

In addition, trailers equipped with an electrical control line connected to a towing vehicle equipped with a similar electrical control line shall transmit fault information in accordance with 5.2.1.29.2.1 and activate a red warning signal. This information must be transmitted via the information transmission circuit of the electrical control line in the event that it is no longer possible to maintain the prescribed effectiveness of the trailer's service brakes.

5.2.2.16. If the energy stored in the accumulator(s) in any part of the service brake system of a trailer equipped with an electric control line connected to the electric control line of the towing vehicle is reduced to the value specified in 5.2.2.16.1, the driver of the towing vehicle shall be warned about it. The warning may be provided by a red warning signal as specified in 5.2.1.29.2.1 and the trailer shall communicate the relevant information via the electrical control line communication circuit. A separate yellow warning signal, as specified in 5.2.1.29.2, must also be activated via pin N 5 of the electrical connector corresponding to or *(7) to inform the driver of a reduction in trailer power.

5.2.2.16.1 The lower limit of energy reduction referred to in 5.2.2.16 shall be set such that, without recharging the energy accumulator and regardless of the trailer loading, it would no longer be possible, after the fifth application of the service brake control, after four full applications to provide braking with an efficiency of at least 50% of the prescribed effectiveness of the service brake system of the relevant trailer.

5.2.2.17 Trailers equipped with an electric control line and trailers of categories and equipped with ABS must be equipped with a special electrical connector for the brake system and / or ABS, conforming to *(7), *(15). Warning signals required by this standard to be signaled from the trailer side shall be activated via the electrical connector mentioned above. The requirements for trailers with regard to the transmission of fault signals shall comply with 5.2.1.29.4, 5.2.1.29.5 and 5.2.1.29.6.

Trailers equipped with a connector corresponding to and specified above must be indelibly marked with information about functionality brake system when the connector is closed and open. This marking must be located so that it can be seen when the connecting devices of the pneumatic and electrical lines are brought into the closed state.

5.2.2.17.1 Trailers using selective braking as a means of maintaining vehicle stability shall, in the event of a fault in the electrical control gear of the stability system, report the fault by means of a separate yellow warning signal, the requirements for which are specified in 5.2.1.29.2 . The electrical signal that activates this warning signal must be transmitted through the N 5 pin of the connector corresponding to and .

NOTE This requirement will need to be revisited in subsequent revisions of this International Standard to take into account:

a) a proposed change to international standards and concerning an electrical signal indicating a malfunction in the electrical control gear of the trailer stability control system, and

b) the appearance in normal operation of vehicles equipped in accordance with these international standards.

5.2.2.17.2. It is allowed to connect the braking system to an electrical power source in addition to the source connected through the connector mentioned above, corresponding to or . However, connecting an additional power source is possible only if the following conditions are met:

- in all cases, the source of energy for the braking system, connected through a connector corresponding to or , must be the main one in relation to any additionally connected source. An additional source of energy is intended for duplication of the main source in case of its failure;

- connection of an additional source should not have an adverse effect on the brake system both during normal operation and in the event of a malfunction;

- in the event of a failure of the energy source connected through the connector, the corresponding and , the energy absorbed by the braking system should not exceed the maximum possible energy from an additional source;

- it is not allowed to use a warning device to signal a failure in the brake system of the trailer in the event that the brake system is supplied with energy from an additional source;

- in the presence of an additional source of energy, a check of the operation of the brake system from this source must be ensured;

- if a malfunction occurs in the transmission of electrical energy through the connector corresponding to and , the requirements of 5.2.2.15.2.1 and H.4.1 (Appendix H) related to the malfunction signal must also be met in the case of operation of the brake system from an additional energy source.

5.2.2.18 If the energy transmitted through the connector corresponding to and is used to perform the functions defined in 5.1.3.6, the braking system shall have priority and be protected from external overloads. Such protection should be a function of the braking system.

5.2.2.19 In the event of a failure in one of the control lines connecting two vehicles equipped in accordance with 5.1.3.1.2, the trailer shall switch to the undamaged control line in order to automatically achieve the braking performance prescribed for the trailer in B.3.1 (Annex B). ).

5.2.2.20. If the voltage value in the trailer's electrical circuit falls below the value specified by the manufacturer, at which the prescribed performance of the service brake system can no longer be achieved, a separate optical yellow warning signal shall be activated, the requirements for which are specified in 5.2.1.29.2. The corresponding electrical signal must pass through the N 5 pin of the connector corresponding to and *(7). In addition, trailers equipped with an electrical control line connected to the electrical control line of the towing vehicle must transmit fault information to activate the red warning signal, the requirements for which are specified in 5.2.1.29.2.1. This information must be transmitted through the information transmission circuit of the electrical control line.

5.2.2.21 Service brake activation

5.2.2.21.1 If the vehicle is equipped with an electrical control line, the message "Enable brake signals" shall be transmitted on the electrical control line when the trailer's braking system is activated by "automatically controlled braking" activated by the trailer itself. However, if the resulting deceleration does not exceed 0.7 when the vehicle speed is over 50 km/h, this alarm pulse can be disabled *(10), *(12).

5.2.2.21.2 If the trailer is equipped with an electrical control line, the message "Enable Brake Signals" shall not be transmitted from the trailer on the electrical control line during "Selective Braking" initiated by the trailer*(11), *(16).

The requirements for the vehicle brake tests to be carried out and the performance requirements for the brakes to demonstrate compliance with this standard are set out in annex B.

7 Change of vehicle type or braking system type tested in accordance with this standard and extension of scope

7.1 Each change in the type of vehicle or its braking equipment in relation to the characteristics listed in Appendix B must be brought to the attention of the testing laboratory that issued the test report for compliance with this standard. This lab can:

7.1.1 or come to the conclusion that the changes made will not have significant negative consequences and the changed type of vehicle will meet the requirements for this type of vehicle;

7.1.2 or carry out additional tests.

*(4) Until the adoption of appropriate regulations to ensure compatibility and safety, the use of connections between the tractor and the trailer described in 5.1.3.1.3 is not allowed.

*(5) In order to pass a periodic technical inspection, it may be necessary to adjust the minimum values ​​​​of the total specific braking force of the vehicle to bring them into line with national or international requirements.

*(6) The testing laboratory conducting the tests must have the right to check the service brake system by conducting additional tests of the vehicle.

*(7) This connector can be used in both 5-pin and 7-pin versions.

*(8) Until uniform test methods are agreed upon, the manufacturer should submit to the appropriate competent authority information on the analysis of possible malfunctions in the control gear and their consequences. Such information shall be the subject of discussion and subsequent agreement between this body and the manufacturer.

*(9) These connectors are available in both 5-pin and 7-pin versions.

*(10) Compliance with this requirement must be confirmed by the manufacturer.

*(11) In the process of "selective braking", the braking mode can be converted to "automatically controlled braking".

*(12) This requirement shall not apply until a change is made to describe the "Enable Brake Lights" message.

*(13) Pending the adoption of uniform technical provisions that allow an objective assessment of the functioning of the automatic brake adjustment device, the requirement for free rolling of the vehicle should be considered fulfilled if this free rolling occurs during all brake tests prescribed for the respective trailer.

*(14) Until uniform test methods are agreed upon, the manufacturer should provide the appropriate competent authority with information relating to the analysis of possible malfunctions in the control gear and their consequences. This information should be the subject of discussion and subsequent agreement between the competent authority and the manufacturer.

*(15) The requirements for trailer wiring that is not designed to transmit electrical control signals may be reduced if the trailer is equipped with its own independent fuse. The current limit for which the fuse is designed must be such that it does not exceed the same wiring parameter.

*(16) This requirement shall not be applied until a change has been made to describe the message "Enable brake lights" and its content has been introduced into this standard.

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Appendix A (recommended). Seat Belt Test Application Form Annex B (mandatory). Marking Appendix B (mandatory). Scheme of installation for testing the mechanism of the retractor for durability Annex D (mandatory). Scheme of installation for checking the operation of emergency locking devices Appendix D (mandatory). Diagram of apparatus for dust resistance test Annex E (normative). Description of the trolley, seat, belt attachment and locking device Appendix G (mandatory). Description of the mannequin Annex I (mandatory). Coordinates of the bogie deceleration curve as a function of time (curve for checking the locking devices) Annex K (mandatory). Instructions Appendix L (mandatory). Test of a buckle common to two belts Annex M (mandatory). Abrasion and slip test Appendix H (mandatory). Corrosion resistance test Annex P (mandatory). Test procedure Annex P (mandatory). Production Conformity Control Annex C (mandatory). Procedure for determining the H-point and the actual torso angle of the driver or passenger seated in a power-driven vehicle Annex T (normative). Types of belts and retractors of installed seat belts Appendix F (mandatory). Seat-belt and restraint system installation requirements for drivers and adult occupants of motor vehicles occupying forward-facing seats Annex X (mandatory). Information on the compliance of national standards with reference international standards

National standard of the Russian Federation GOST R 41.16-2005
(UNECE Regulation No. 16)
"Uniform provisions concerning: I. Seat-belts and restraint systems for passengers and drivers of motor vehicles; II. Vehicles fitted with seat-belts"
(approved and put into effect by order of the Federal Agency for Technical Regulation and Metrology dated October 25, 2005 N 259-st)

Regulation N 16.
Uniform provisions concerning the type approval of: I. Safety-belts and restraint systems for occupants of power-driven vehicles; II. Vehicles equipped with safety belts

Foreword

The goals and principles of standardization in the Russian Federation are established by the Federal Law of December 27, 2002 N 184-FZ "On Technical Regulation", and the rules for the application of national standards of the Russian Federation - GOST R 1.0-2004 "Standardization in the Russian Federation. Basic provisions"

1 area of ​​use

This standard applies to seat belts and restraint systems fitted to motor vehicles having three or more wheels and intended for personal use (as a personal device) by a person occupying a seat located in the direction of travel or against the direction of travel, as well as to vehicles equipped with such seat belts.

GOST R41.12-2001 (UNECE Regulation N 12) Uniform provisions concerning the approval of vehicles with regard to the protection of the driver against impact on the steering system

2.11 reverse direction (rearward-facing): A direction opposite to the normal direction of travel of the vehicle.

2.12 attachment details: Parts of a belt kit, including the necessary fasteners, by which the kit is attached to the appropriate fixed elements on the vehicle.

2.13 energy absorbed device: An energy absorbing device that is part of a belt kit and works independently or in conjunction with the webbing.

2.14 retractor: Device for partial or full retraction of the seat belt strap.

2.14.1 non-locking retractor (type 1): A retractor from which the webbing is fully retracted by the application of a small external force and which has no adjuster for the length of the retracted webbing.

2.14.2 manually unlocking retractor (type 2): A retractor which requires a manual actuation of a device to obtain the desired length of webbing and which automatically locks when the user has reached the desired length.

2.14.3 automatically locking retractor (type 3): A retractor that allows you to get the desired length of the strap and which, when the buckle is closed, automatically adjusts its length for the user. Without intentional user intervention, the strap cannot be pulled further out of the device.

2.14.4 emergency locking retractor (type 4): A retractor that, under normal driving conditions, does not restrict the user's freedom of movement. Such a device includes a length adjustment device that automatically adjusts the strap depending on the user's physique, and a locking mechanism that is triggered in the event of an accident under the action of:

2.14.4.1. Vehicle deceleration (single sensitivity);

2.14.4.2. Combinations of vehicle deceleration, belt movement or any other automatic device (multiple sensitivity).

2.14.5 emergency locking retractor with higher response (type 4N): A retractor which corresponds to the type specified in 2.14.4 but has special characteristics to enable it to be used on vehicles of categories M_2, M_3, N_1 N_2 and N_3.

2.14.6 belt adjustment device for height: A device that allows you to adjust the height of the position of the upper girth of the belt according to the desire of each user and depending on the position of the seat. Such a device may be considered as part of a belt or part of a belt attachment device.

2.15 belt anchorages: Structural elements of the vehicle body or seat frame, or any other part of the vehicle, to which seat belt sets are attached.

2.16 vehicle type: Power-driven vehicles that do not differ significantly from one another with regard to, in particular: the dimensions, shape and materials of those structural elements of the vehicle body or seat frame, or any other part of the vehicle to which seat belts and restraint systems are attached.

2.17 restraint system: A system which is designed for a vehicle of a particular type, specified by the manufacturer and agreed by the testing laboratory, and which consists of a seat and belt properly attached to the vehicle structure, and which includes, in addition, all the elements that are provided to reduce the risk injury to the user in the event of a sharp deceleration of the vehicle by limiting the mobility of the user's body.

2.18. seat structure, including upholstery, whether or not part of the body of the vehicle, intended to be seated by an adult. This term includes both a single seat and a part of a bench seat designed to seat one person.

2.18.1 front passenger seat (front passenger seat): Any seat whose H-point is on or in front of a vertical transverse plane passing through the R-point of the driver's seat.

2.19 group of seats (group of seats): The seats are either integral or separate, but located side by side (i.e. without a gap between them) in such a way that the front attachments of one seat are:

Flush with or in front of the rear anchorages of another seat or

Flush with or behind the front anchorages of that other seat and designed to seat one or more adults.

2.20 bench seat (bench seat): structure, including upholstery, designed to seat two or more adults.

2.21 seat adjustment system (adjustment system of the seat): A device by which the seat or parts thereof can be adjusted to positions corresponding to the proportions of the seated person; in particular, this device can provide the ability to:

2.21.1 longitudinal movement;

2.21.2 vertical movement;

2.21.3 angular displacement.

2.22 seat anchorage: The system of fastening the seat frame to the body (cabin) of the vehicle, including the corresponding elements of the body (cabin) of the vehicle.

2.23 seat type: A category of seats that do not have significant differences with respect to:

2.23.1. shapes, dimensions and materials of the seat frame elements;

2.23.2. types and sizes of devices for adjusting and locking the seat;

2.23.3. The type and dimensions of the non-removable frame elements to which the belt is attached, the seat anchorages and the corresponding structural elements of the vehicle.

2.24 seat movement system (displacement system of the seat): A device that allows the seat or part of a seat to be moved or rotated without being placed in an intermediate fixed position in order to facilitate access to the space located behind the seat.

2.25 seat locking system (locking system of the seat): A device that ensures the retention of the seat and its parts in any working position and has backrest locking mechanisms in relation to the seat and seats in relation to the vehicle.

2.26 recessed belt buckle button (enclosed buckle-release button): Belt buckle button that cannot open the buckle when pressed with a 40 mm sphere.

2.27 non-enclosed buckle-release button: Belt buckle button that allows the buckle to open when pressed with a 40mm diameter sphere.

2.28 tension release device de: A device built into the retractor that automatically releases the tension on the strap when the seat belt is fastened. When you unfasten this belt, this device will turn off automatically.

3 Documents submitted for testing

3.1 Vehicle type

3.1.1 Documents for testing a vehicle with respect to equipping it with seat belts and restraint systems shall be submitted by the vehicle manufacturer or its authorized representative.

3.1.3. In the case of fastening the seat belts to the seat frame:

A detailed description of the type of vehicle with regard to the design of the seats, their attachments and their adjustment and fixation systems;

Detailed and to scale drawings of seats, their attachments to the vehicle and their adjustment and fixation systems.

3.1.4. The testing laboratory shall be provided, at the discretion of the manufacturer, either the vehicle to be tested, or such parts of it as the testing laboratory considers essential for the testing of seat belts.

3.2 Seat belt type

3.2.1 Documents for testing the type of seat belt are submitted by the owner of the factory or trademark or his authorized representative. In the case of a restraint system, test documents shall be submitted by the owner of the brand or trademark or his representative, or the manufacturer of the vehicle in which this system is to be installed, or his representative.

3.2.2 Documents submitted for testing must be accompanied by:

3.2.2.1 a technical description of the type of belt with the characteristics of the straps and the rigid elements used, as well as drawings of the elements of the belt; the drawings must indicate the place intended for marking. The description must indicate the color of the sample submitted for testing, as well as the type (s) of the vehicle for which (s) this seat belt is intended. In the case of retractors, installation instructions for the sensor must be provided, and in the case of pretensioners or systems, a detailed technical description of the design and function, including the sensor (if any), with a description of the method of actuation and any necessary method to prevent accidental operation. In the case of a restraint system, the description shall include: sufficiently detailed drawings of the vehicle structure and seat structure, adjustment system and attachment details, to an appropriate scale, indicating the seat attachment points and belt attachment points, as well as reinforcements; characteristics of the materials used that affect the strength of the seat and belt fasteners, as well as a technical description of the seat and belt fastening elements on the vehicle. If the belt is intended to be attached to the vehicle structure using a height adjustment device, then in this case, the technical description should clarify whether this device is part of the belt;

3.2.2.2. six samples of the type of belt, one of which is used as a reference;

3.2.2.3 ten meters of each type of webbing used for that type of belt;

3.2.2.4 the testing laboratory may require the submission of additional samples.

3.2.3. In the case of a restraint system, two specimens of the restraint system, which may include two specimens of the belts required by 3.2.2.2, 3.2.2.3, and at the choice of the manufacturer, shall be submitted to the testing laboratory for testing, or a vehicle representative of the type of the vehicle to be tested, or the part or parts of the vehicle that the testing laboratory deems necessary for testing.

4 Inscriptions

Samples of a type of belt or restraint system submitted for testing in accordance with 3.2.2.2 to 3.2.2.4 shall bear the following legible and indelible inscriptions: the full or abbreviated name of the manufacturer, or the trade mark or trade mark.

5 Compliance with this standard

5.1 Vehicle type

5.1.1. If a vehicle submitted for testing in accordance with this standard complies with the requirements of section 8 and annexes C and , then the vehicle type is deemed to comply with the requirements of this standard.

5.2 Type of seat belts

5.2.2 On each belt conforming to that tested in accordance with this standard, in addition to the inscriptions specified in section 4, the following symbols shall be placed in the appropriate place:

5.2.2.1. "A" for a three-point seat belt; the letter "B" - for the waist belt; the letter "S" - for belts of a special type:

the designations mentioned in 5.3.1 are supplemented by the following letters:

The letter "e" - for a seat belt with an energy absorption device;

The letter "r" for a seat belt with a retractor, followed by the designation (1, 2, 3, 4 or 4N) of the retractor used in accordance with 2.14, and the letter "m" if the retractor is an emergency locking retractor with multiple sensitivity;

The letter "r" - for a seat belt with a pretensioner;

The letter "t" in the case of a seat belt with a retractor equipped with a strain relief device.

5.2.2.2. Seat-belts with type 4N retractor shall be marked with a crossed-out box symbol indicating that the use of this type of retractor on vehicles of this category is prohibited.

5.2.2.3. If the seat belt has been tested in accordance with the provisions of 6.4.1.3 c), it shall be marked with the word "AIRBAG" in a rectangular box.

5.2.2.4. If the seat-belt is part of a restraint system, the letter specified in 5.2.2.1 shall be preceded by the letter "Z".

5.3 The markings provided for in 5.2.2 shall be legible and indelible and may either be applied by means of a label or affixed directly to the strap. The label or marking must be durable.

6 Technical requirements

The technical requirements of this standard, as last amended, are equivalent to those contained in EC Directive 77/541 "Special provisions for vehicles with regard to seat-belts and restraint systems.

6.1 General requirements

6.1.1 Each sample submitted in accordance with 3.2.2.2 to 3.2.2.4 shall meet the requirements given in this section.

6.1.2. The belt or restraint system must be designed and constructed in such a way that, when correctly fastened and used correctly, it will ensure proper operation and reduce the risk of injury in the event of an accident.

6.1.3. The straps of the belt must not assume a shape that could be dangerous.

6.1.4 The use of materials with moisture absorption properties of polyamide-6 is prohibited in all mechanical parts, the functioning of which may be adversely affected by this phenomenon.

6.2 Rigid parts

6.2.1 General

6.2.1.1. All rigid parts of the seat belt, such as buckles, adjusters, fasteners, etc., must not have sharp corners that could cause wear or tear of the straps due to friction.

6.2.1.2 All parts of the belt assembly subject to corrosion shall be protected against corrosion. After the corrosion test in accordance with 7.2 has been carried out, no change is allowed that could impair the correct functioning of the fixture, nor any noticeable corrosion that can be detected by a qualified observer when examining the parts with the naked eye.

6.2.1.3 Rigid parts intended to absorb energy or to apply or transmit a load shall not be brittle.

6.2.1.4. Rigid parts and plastic elements of the seat-belt shall be so arranged and installed that, during normal use of the power-driven vehicle, they cannot get under the mobile seat or door of the vehicle. If any of these elements and parts do not satisfy the above conditions, they are subjected to the low temperature impact test (7.5.4). After the test, if visible cracks are found in the plastic cover or rigid element holder, the entire plastic element is removed and the remainder of the structure is evaluated for reliability. If the remainder of the structure still meets the safety requirements, or if no visible cracks are found, the kit is subjected to the further tests of 6.2.2, 6.2.3 and 6.4.

6.2.2 Buckle

6.2.2.1 The buckle shall be designed in such a way that any possibility of misuse is excluded. This means in particular that the buckle cannot be in a partially fastened position. The way to release the buckle should be obvious. Parts of the buckle that may come into contact with the wearer's body must have an area of ​​at least 20 mm and a width of at least 46 mm, measured in a plane located at a distance of at least 2.5 mm from the contact zone. In the case of harness-type buckles, the latter requirement is considered to be met if the area of ​​contact with the user's body is 20 - 40 .

6.2.2.2. Even if the strap is loose, the buckle must remain fastened regardless of the position of the vehicle. It is not allowed to unfasten the buckle unexpectedly, accidentally or with a force of less than 1 daN. The buckle must be designed so that it can be easily used and held by hand and can be released with a simple movement of one hand in one direction, both in the absence of load and under the load specified in 7.8.2; in addition, if a set of belts, other than tie-down type belts, is intended for a front outboard seat, it must also be possible to fasten it with a simple movement of the hand in one direction. The buckle must be released by pressing either a button or a similar device. The projection of the surface that is pressed when the button is in the open position, on a plane perpendicular to the initial direction of movement of the button, must have: an area of ​​at least 4.5 with a width of at least 15 mm - for recessed buttons; an area of ​​at least 2.5 with a width of at least 10 mm - for non-recessed buttons. The surface of the opening element must be painted red. No other parts of the buckle should be painted in this color.

6.2.2.4 The buckle shall be capable of withstanding repeated operations and, prior to the dynamic test described in 7.7, shall be subjected to 5000 open and close cycles under normal use. In the case of harness-type buckles, this test may be carried out without closing all the tongues.

6.2.2.5 The force required to release the buckle during the test of 7.8 shall not exceed 6 daN.

6.2.2.6 The buckle shall be subjected to the strength tests (7.5.1) and, where appropriate, in accordance with the requirements of 7.5.5. The buckle must not break, become severely deformed or open under the prescribed load.

6.2.2.7 If the design of the buckle includes an element common to two sets, it must also withstand the strength and buckle release tests described in 7.7 and 7.8 in such a position that the part of the buckle belonging to one set is engaged with the corresponding part of the other. kit, if this method is possible when using a buckle.

6.2.3 Belt adjuster

6.2.3.1. The seat belt worn by the user shall either be automatically adjustable or be of such a design that the manual adjustment device is easily accessible to the seated user and provides comfortable and easy adjustment. The device must also allow the belt to be tightened with one hand, depending on the body type of the user and on the position of the vehicle seat.

6.2.3.2 Two specimens of each belt adjuster shall be tested in accordance with the requirements of 7.3. Belt slip shall not exceed 25 mm for each type of adjuster, and the total slip for all adjusters shall not exceed 40 mm.

6.2.3.3 All control devices shall be subjected to strength tests in accordance with 7.5.1. They must not collapse or break away under the prescribed load.

6.2.3.4 When tested in accordance with 7.5.6, the force required to actuate any manually adjustable device shall not exceed 5 daN.

6.2.4 Fasteners and belt height adjustment device

Fasteners are subjected to mechanical strength tests in accordance with the requirements of 7.5.1 and 7.5.2. The belt height adjustment devices themselves are subjected to the mechanical strength test (7.5.2) unless they have been directly tested on the vehicle in accordance with GOST R 41.14 concerning the attachment of seat belts. These parts shall not break or separate from the structure under stress caused by the application of the prescribed load.

6.2.5 Retractors

Retractors shall be tested and meet the following requirements, including strength tests (7.5.1, 7.5.2). These requirements do not apply to non-locking retractors.

6.2.5.1 Manual retractors

(a) The webbing of a manual retractor seat belt must move no more than 25 mm between the retractor locking points.

b) The seat-belt strap must be withdrawn from the manually unlocked retractor to 6 mm of its maximum length when a force of 1.4 to 2.2 daN is applied to the strap in the normal pull direction.

c) The strap is pulled out of the retractor and then allowed to retract 5000 times in accordance with the method given in 7.6.1. The retractor, including the webbing wound around the drum, is subjected to the corrosion test (7.2) and dust test (7.6.3). Then spend another 5000 cycles of pulling and retracting. After the above tests, the retractor shall function and still meet the requirements of 6.2.5.1.1 b).

6.2.5.2 Automatically locking retractors

a) The webbing of a seat belt with an automatically locking retractor that adjusts its length shall move no more than 30 mm between the retractor locking points. After the user moves backward, the seat belt must either remain in its original position or return to that position automatically when the user moves forward again.

b) If the retractor is part of the lap belt, then the retraction force of the strap shall be at least 0.7 daN measured at the free length between the manikin and the retractor in accordance with 7.6.4. If the retractor is part of an upper torso restraint, then the retraction force of the strap should be 0.2 to 0.7 daN using the same method of measurement. If the retractor is part of an upper torso restraint, the retraction force of the strap should be 0.1 to 0.7 daN using the same method of measurement.

c) Remove the strap from the retractor and then, following the method given in 7.6.1, let it retract 5000 times. The retractor is then subjected to the corrosion test (7.2) and the dust test (7.6.3). Then another 5,000 pull and pull cycles should be performed. After the above tests, the retractor shall function and still meet the requirements of this paragraph, listing a), b).

6.2.5.3 Emergency locking retractors

a) The emergency locking retractor, when tested in 7.6.2, shall meet the following conditions, in the case of unit sensitivity as mentioned in 2.14.4.1, only the vehicle braking specifications are taken into account.

1) Locking must occur when the vehicle deceleration reaches 0.45 g) for type 4 retractors and/or 0.85 g for type 4N retractors.

2) An emergency locking retractor shall not lock when the strap acceleration, measured in the direction of retraction, is less than 0.8 g for Type 4 retractors and less than for Type 4N retractors.

3) An emergency locking retractor shall not lock when its sensing element is tilted at an angle of 12° or less in any direction from the original position specified by the manufacturer.

4) An emergency locking retractor must lock when its sensing element is at an angle greater than 27° for Type 4 retractors and 40° for Type 4N retractors in any direction from the original position specified by the manufacturer.

5) Where the operation of a retractor is dependent on an external signal or an external power source, the design must be such that the retractor automatically locks when the power source fails or the signal fails. However, this requirement is not necessary in the case of a multiple-sensitivity retractor, provided that only one sensitivity channel depends on an external signal or power supply and the driver is warned of the failure of this signal or power supply by optical and/or acoustic means.

b) When tested in accordance with 7.6.2, an emergency locking retractor with multiple sensitivities, including strap sensing, shall meet the specified requirements and also lock at an acceleration of at least 2,0 g measured in the direction of strap pull.

c) For the tests mentioned in a) and b), the pulling of the strap that may occur before the retractor is locked shall not exceed 50 mm over the length specified in 7.6.2.1. In the test mentioned in 2), locking shall not occur when the strap is pulled 50 mm to the length specified in 7.6.2.1.

d) If the retractor is part of the lap belt, then the retractable force of the strap shall be at least 0.7 daN measured over the free length between the manikin and the retractor in accordance with 7.6.4. If the retractor is part of an upper torso restraint, the retraction force of the strap shall be 0.1 to 0.7 daN using the same method of measurement, except for a belt equipped with a strain relief device; in the latter case, the minimum retraction force may only be reduced to 0.5 daN when such a device is in operation.

If the strap passes through the guide arm, the retraction force is measured at the free length between the manikin and the guide or roller.

If a device is included which, when operated manually or automatically, prevents the strap from being fully retracted, then such a device should not be used in determining the retraction force.

If a strain relief device is included, the strap retraction force indicated above is measured with both the active and the inoperative device in determining the retraction force before and after the strength tests in accordance with e).

e) The strap is removed from the retractor and then, in accordance with the method given in 7.6.1, it is allowed to retract 40,000 times. The retractor is subjected to the corrosion test (7.2) and dust test (7.6.3). Then another 5,000 cycles should be performed (for a total of 45,000 cycles).

If a strain relief device is included, the above tests are carried out with the strain relief device in operation and inoperative.

After these tests, the retractor must function and meet the requirements of listings a), c), d).

6.2.5.4 After the strength tests in accordance with item e) and immediately after the measurement of the retraction force in accordance with item d), retractors shall meet the following requirements:

a) when testing retractors, other than self-closing retractors, in accordance with 7.6.4.2, the retractors shall be able to prevent any loosening in belt tension, and

b) when the tongue is released from the buckle, the retractor must be able to fully retract the strap on its own.

6.2.6 Pretensioner

6.2.6.1 After the corrosion resistance test (7.2) has been carried out, the pretensioner (including the shock sensor connected to the device through the standard contacts, but with the voltage disconnected) shall function normally.

6.2.6.2 It must be checked that there is no risk of bodily injury to the driver or passengers as a result of the accidental operation of the device.

6.2.6.3 In the case of pyrotechnic pretensioners:

a) after exposure to the conditions in accordance with 7.9.2, the pretensioner shall not act under the influence of temperature and shall function normally;

b) it is necessary to provide measures to prevent the ignition of adjacent flammable materials under the influence of hot gases.

6.3.1 General

6.3.1.1 The characteristics of the straps shall be such as to ensure that the pressure on the wearer's body is distributed as evenly as possible over their entire width and that the straps do not twist even under tension. They must have the ability to absorb and dissipate energy. The edges of the webbing must be closed and must not fray during use.

6.3.1.2 Under a load of 980 daN, the width of the strap shall be at least 46 mm. This measurement shall be made without stopping the machine during the tensile test (7.4.2).

6.3.2 Strength after aging at room temperature and humidity For both specimens of straps aged in accordance with 7.4.1.1, the breaking load of the strap, determined in accordance with 7.4.2, shall be not less than 1470 daN. The difference in breaking load of the specimens shall not exceed 10% of the greater measured breaking load.

6.3.3 Strength after curing under special conditions

For both specimens of straps aged in accordance with 7.4.1 (except 7.4.1.1), the breaking load of the strap shall be not less than 75% of the average breaking load determined in the test described in 6.3.2 and shall not be less than 1470 Dan. The testing laboratory conducting the tests may cancel one or more of these tests if these tests are unnecessary, given the composition of the material used or available information.

6.4 Belt or restraint kit

6.4.1 Dynamic test

6.4.1.1 The belt assembly or restraint system shall be subjected to the dynamic test (7.7).

6.4.1.2 The dynamic test is carried out on two sets not previously subjected to any load; if the assembly is part of a restraint system, the dynamic test shall be applied to a restraint system designed for one group of seats and not previously subjected to any load. The buckles of the belt sets to be tested shall meet the requirements of 6.2.2.4. If the seat-belt is supplied with a retractor, then it is subjected to the dust test (7.6.3), and if the seat-belts or restraint systems have a pretensioner including pyrotechnics, then it is subjected to the conditions in accordance with 7.9.2. .

a) Seat-belts are subjected to the corrosion test (7.2), after which the buckles are unfastened and refastened 500 times under normal conditions of use.

b) Seat-belts with a retractor are subjected to the tests of either 6.2.5.2 or 6.2.5.3. However, if the retractor has been tested for corrosion resistance (item a), this test may not be repeated.

c) In the case of a seat-belt intended for use with a height adjustment device (2.14.6), the test should be carried out for the most unfavorable adjustment positions of the belt, as determined by the testing laboratory authorized to carry out the tests. However, if the height adjustment device consists of the belt anchor itself certified in accordance with GOST R 41.14, then the test laboratory responsible for the test may, at its discretion, adopt the provisions of 7.7.1.

d) In the case of a seat belt with a pretensioner, the minimum movement specified in 6.4.1.3 b) may be reduced by half. For this test, the pretensioner must be operational.

e) In the case of a seat-belt with a tension-reducing device, the belt is subjected to a strength test with the device operating in accordance with 6.2.5.3 e) before the dynamic test is carried out. A dynamic test is then carried out with the tension reducing device in operation.

6.4.1.3 This test shall meet the following requirements:

a) No part of the belt assembly or restraint system that secures the proper position of the user must be destroyed; also no loosening of the buckles or slippage in the locking system or in the movement system is allowed.

b) Movement of the dummy in the direction of travel must be between 80 and 200 mm at pelvic level for the waist belts; for other types of belts, the forward travel should be 80 to 200 mm at pelvic level and 100 to 300 mm at chest level. With a seat belt, the above minimum movements can be reduced by half. These movements are determined in relation to the control points indicated in Figure G.6.

c) In the case of a seat belt intended for use on a side front seat in front of which an airbag is located, the movement of the thoracic reference point may exceed the value specified in a) if the movement speed at this value does not exceed 24 km/h.

6.4.1.4 When testing the restraint system:

a) The movement of the reference point on the thorax may exceed the value given in 6.4.1.3 b) if it can be shown by calculation or further testing that no part of the body or head of the dummy subject to the dynamic test will be touched by this to any rigid part of the vehicle located in front, with the exception of the touch of the chest to the steering wheel, if the latter meets the requirements of GOST R 41.12, and provided that such contact occurs at a speed of not more than 24 km / h. When evaluating this requirement, the seat position is taken as specified in 7.7.1.5.

b) It is necessary that after a dynamic test on vehicles in which similar devices, it was still possible to manually operate the travel and lock system to allow passengers in any seat to leave the vehicle.

6.4.1.5 By way of derogation from these requirements, in the case of a restraint system, the displacements may be greater than those specified in 6.4.1.3 b), if the deviations from the requirements provided for in GOST R 41.14 apply to the upper attachment device installed on seat.

6.4.2 Strength after abrasion test

6.4.2.1 For both specimens, prepared in accordance with the requirements of 7.4.1.6, the tensile strength is determined in accordance with 7.4.2 and 7.5. The tensile strength shall be at least 75% of the average tensile strength determined when tested on unabraded webbing and shall not be less than the minimum load specified for the item being tested. The difference in tensile strength between the two specimens shall not exceed 20% of the highest value measured. Type 1 and tensile strength tests are only carried out on specimens of webbing (7.4.2). The Type 3 tensile test is carried out on a specimen of the webbing together with the metal element (7.5) attached.

6.4.2.2 The elements of the belt assembly to be tested for abrasion are given in Table 3.

A new sample is used for each test.

Table 3

Elements of the belt kit	Trial 1	Trial 2	Trial 3
Mounting details
Guide device
Shackle buckle
Regulating device
Elements sewn to the strap
NOTE An "x" denotes the tests to which the components of the belt assembly may be subjected.

7 Trials

7.1 Use of samples submitted for testing a belt or restraint system (Appendix II)

7.1.1 For inspection and verification of the operation of the buckle at low temperatures, impact testing at low temperatures (7.5.4), checking, if necessary, the durability of the buckle, the belt for corrosion resistance, the operation of the retractor and testing the opening of the buckle after dynamic tests require two belts or two restraint systems. One of the two kits is used to inspect the belt or restraint system.

7.1.2 One set of belt or one restraint system is required for checking the buckle and testing the strength of the buckle, fasteners, belt adjusters and, if necessary, retractors.

7.1.3 Two straps or two restraint systems are required for the buckle test and the slip and abrasion test. On one of these two samples, the operation of the belt adjuster is checked.

7.1.4. A specimen of the strap shall be used to test the tensile strength of the strap.

7.2 Corrosion test

7.2.1 Place the complete harness in the test chamber (Annex H). If a retractor is included, the strap must be pulled out to its full length minus () mm. The exposure to the corrosive environment shall be continuous for 50 hours, except for brief interruptions which may be necessary, for example, to check and replenish the brine.

7.2.2 After exposure to a corrosive environment, the assembly is carefully rinsed or immersed in clean running water at a temperature not exceeding 38°C to remove salt deposits that may form, then dried at room temperature for 24 h, after which they are examined in accordance with 6.2 .1.2 .

7.3 Slip test (Figure M.3)

7.3.1 The specimens to be subjected to the slip test are kept for at least 24 h in an atmosphere of temperature ()°C and relative humidity ()%. During the test, the temperature should be 15°C - 30°C.

7.3.2. The free end of the adjusting device shall be placed on the test bench so that it points either up or down, as on a vehicle.

7.3.3 Attach a 5 daN weight to the lower end of the strap. The other end is brought into reciprocating motion with a total amplitude () mm.

7.3.4 If there is a free end which is the reserve of the webbing, it should not be attached or pressed to the webbing under load.

7.3.5. It should be ensured that, on the test stand, the strap emerging from the adjusting device, in the relaxed position, takes the form of a smooth curve, as on a vehicle. A load of 5 daN applied to the test bench shall be directed vertically in such a way as to prevent the weight from spinning when the belt is twisted. A weight of 5 daN must be attached to the rigid part provided on the belt.

7.3.6 Before starting the actual test, 20 cycles are carried out to bring the self-tightening system into proper position.

7.3.7 Carry out 1000 cycles with a frequency of 0.5 cycles per second and a total amplitude () mm. A load of 5 daN is applied only for a time corresponding to a movement of () mm for each half cycle.

7.4 Conditioning of straps and static pull test (conditioning)

7.4.1 Conditioning of straps before pull test

Samples cut from a webbing (3.2.4) should be kept under the following conditions:

7.4.1.1 Exposure to room temperature and humidity

The strap is kept for at least 24 hours in an environment with a temperature of (20 + - 5) ° C and relative humidity ()%. If the test is not carried out immediately after aging, then the sample taken is placed before the start of the test in a hermetically sealed vessel. The breaking load is determined no later than 5 minutes after the sample has been taken from the indicated medium or from the vessel.

7.4.1.2 Exposure to solar radiation

a) The requirements of ISO 105-BO2 apply. The strap is exposed to sunlight for the time required for the typical blue sample No. 7 to fade until a contrast corresponding to the No. 4 gray scale appears.

b) After this test, the strap is kept for at least 24 hours in an environment of temperature ()°C and relative humidity ()%. If the tests are not carried out immediately after aging, then the sample is placed before the start of the test in a hermetically sealed vessel. The tensile strength is determined no later than 5 minutes after removing the sample from the conditioning chamber.

7.4.1.3 Cold holding

a) The strap is placed for at least 24 hours in an environment with a temperature () ° C and relative humidity ()%.

b) After that, the strap is placed for 1.5 hours on a flat surface in a refrigerator with an air temperature of minus () ° C. Then the strap is bent and a weight of 2 kg is installed at the place of the bend, which is pre-cooled to minus () ° С. After holding the strap under load for 30 minutes in the same refrigerating chamber, the weight is removed, and within 5 minutes after removing the strap from the refrigerating chamber, the breaking load is determined.

7.4.1.4 Keep warm

a) The straps are placed for 3 hours in a heating chamber with temperature ()°C and relative humidity ()%.

b) The breaking load is determined within 5 minutes after the strap is removed from the heating chamber.

7.4.1.5 Water aging

a) The strap is completely immersed for 3 hours in distilled water at a temperature of () ° C with the addition of a small amount of wetting agent. Any wetting agent suitable for the fabric under test may be used.

b) The breaking load is determined no later than 10 minutes after the strap is removed from the water.

7.4.1.6 Wear test

a) The abrasion test is carried out on every device in which the strap comes into contact with any rigid element of the belt, with the exception of adjusters subjected to the slip test (7.3), which shows that the strap slips by a value not exceeding half of the specified value. In this case, the type 1 abrasion test (7.4.1.6.4.1) is not carried out. Mounting on the test device shall, as far as possible, correspond to the position of the strap in relation to the contact surface.

b) Samples are kept for at least 24 hours in an atmosphere of temperature ()°C and relative humidity ()%. The test is carried out at an ambient temperature of 15°C - 30°C.

Test 2: The strap changes its direction when passing through a rigid element.

For this test, the bending angles of the strap shall be as shown in Figure M.2.

The permanent load applied during the test shall be 0.5 daN.

If the strap changes direction more than once while passing through the rigid element, the load of 0.5 daN may be increased to such an extent that the prescribed strap travel of 300 mm through the rigid element is possible.

Test 3: The strap is attached to the rigid element by stitching or similar methods.

The total length of the reciprocating stroke is () mm, however, a load of 5 daN is applied only in the stroke section () mm during each half-cycle (figure M.3).

7.4.2. Strap breaking test (static)

7.4.2.1 The test is carried out each time on two new samples of webbing of sufficient length, conditioned under the conditions specified in 7.4.1.

7.4.2.2. Place each strap between the jaws of the tensile testing machine. Clips must be designed so that the strap does not break at or near the clips. The travel speed of the clamps should be approximately 100 mm/min. The length of the free part of the strap between the clamps of the machine at the beginning of the test is () mm.

7.4.2.3 When the load reaches 980 daN, measure the width of the strap without stopping the machine.

7.4.2.5 If the strap slips or breaks in one of the clamps of the machine or at a distance of less than 10 mm from one of them, the test is invalidated and a new test is made on another specimen.

7.5 Testing elements of a belt assembly including rigid parts

7.5.1 The buckle and adjuster are attached to the tensile tester with the parts of the kit to which they are normally attached; then the load is increased to 980 daN.

For tie-down straps, the buckle is connected to the test device by means of straps that are attached to the buckle and a tongue or two tongues approximately symmetrical with respect to the geometric center of the buckle. If the buckle or adjuster is part of a fastener or a common part of a three-point belt, then the buckle or adjuster is tested with the fastener in accordance with 7.5.2, unless the retractor has a guide bracket at the top. belt attachment point; the load is then 980 daN and the length of the webbing remaining wound on the spool must be equal to the length resulting from the blockage and be approximately 450 mm from the end of the webbing.

7.5.2. The relevant attachments and the height adjustment devices themselves are tested according to the method described in 7.5.1, but the load shall be 1470 daN and applied in accordance with the requirements of 7.7.1 under the most favorable conditions that are possible with the correct installation of the seat belt on the vehicle. When testing retractors, the strap shall be completely unwound from the drum.

7.5.3 Two sets of seat belts are placed for 2 hours in a refrigerator, the temperature in which is minus () ° C. The mating elements of the buckle are connected by hand immediately after they are removed from the cold store.

7.5.4 Place two sets of seat belts in a refrigerator at minus ()°C for 2 hours. Then the rigid parts and plastic elements of the tested belts are laid out in order on a flat hard steel pad (which was also kept together with the samples in a refrigerator) installed on a horizontal surface of a massive rigid plate weighing at least 100 kg, and no later than 30 c After removal from the cold store, an 18 kg steel weight is dropped onto the test specimen from a height of 300 mm. The striker of an 18 kg weight must have a convex surface with a hardness of at least 45 HRC; its transverse radius shall be 10 mm and its longitudinal radius 150 mm when the weight is axially mounted. When testing the first sample, the axis of the striker is located along the strap, and when testing the second sample, at an angle of 90 ° to the strap.

7.5.5. Buckles having elements common to two belts shall be loaded in such a way as to simulate the conditions of use of the belt in a vehicle when the adjustable seats are in the middle position. A force of 1470 daN is simultaneously applied to each strap. The direction of the applied force is set in accordance with 7.7.1. The appropriate test device is given in annex K.

7.5.6. When testing a manually adjustable device, the strap shall be pulled uniformly through the adjusting device, under normal belt conditions, at a speed of about 100 mm/s; the maximum force is measured to the nearest 0.1 daN after the first 25 mm of the strap has been retracted. The test is carried out in both directions of movement of the strap through the device, the strap being subjected to 10 pull cycles before measurement.

7.6 Additional tests for seat-belts with retractors

7.6.1 Durability of the retractor mechanism

7.6.1.1 Remove the strap and then retract it as many times as necessary, at a rate not exceeding 30 cycles per minute. When testing emergency locking retractors, the retractor should be shaken every fifth time to force it to lock. Shaking, the number of which should be the same for each cycle, should be carried out in five different positions, namely at 90%, 80%, 75%, 70% and 65% of the total length of the strap wound on the drum. However, when the webbing length exceeds 900 mm, the above percentages refer to the last 900 mm of webbing that can be pulled out of the retractor.

7.6.2 Locking emergency locking retractors

7.6.2.1. The retractor is tested for locking when the strap is pulled out to its full length minus () mm.

(a) If the retractor is actuated by the movement of the strap, the retraction shall be carried out in the direction normally taken for the retractor fitted to the vehicle.

b) When testing retractors for sensitivity to vehicle deceleration, they are tested with the strap stretched to the mentioned length along two perpendicular axes, which are located in a horizontal plane, if the retractor is installed on the vehicle in accordance with the requirements of the manufacturer of these seat belts. If no such provision is specified, the testing laboratory conducting the test shall consult with the seat-belt manufacturer. The testing laboratory conducting the test chooses the direction of one of the axes in such a way as to provide for the most unfavorable operating conditions of the locking device.

7.6.2.2 The layout of the setup for testing according to 7.6.2.1 is given in Appendix D. Any test device shall be designed to provide the required acceleration before the strap is more than 5 mm out of the retractor, provided that the rate of acceleration is 25 to 150 g/s***).

7.6.2.3 To verify compliance with the requirements of 6.2.5.3, listing 3) and , during testing, the retractor is placed on a horizontal table; the table is tilted at a speed of not more than 2 ° per second until the locking device operates. To ensure compliance with the requirements, this test is repeated with inclinations in other directions.

7.6.3 Dust test

7.6.3.1. Place the retractor in the test chamber given in Annex E and install it in the position in which it is mounted on the vehicle. The test chamber contains dust as specified in 7.6.3.2. A 500 mm strap is pulled out of the retractor and left in this position between ten complete retraction and retraction cycles, which are carried out no later than 1 to 2 minutes after each dusting. For 5 hours, the dust is whipped every 20 minutes for 5 seconds with compressed air free of oil and moisture, which is under pressure ( ) Pa enters through a hole with a diameter () mm.

7.6.3.2 The dust used in the tests described in 7.6.3.1 is 1 kg of dry quartz sand. Its granulometric composition:

particles passing through the hole 150 microns, wire diameter 104 microns - from 99% to 100%;

particles passing through the hole 105 microns, wire diameter 64 microns - from 76% to 86%;

particles passing through the hole 75 microns, wire diameter 52 microns - from 60% to 70%.

7.6.4 Retraction force

7.6.4.1 The retraction force is measured with the seat belt assembly mounted on the dummy as specified in the dynamic test (7.7). The tension of the strap is measured at the point of contact with the dummy (just around that point), with the strap retracting at a speed of approximately 0.6 m/min. In the case of a seat-belt with a tension-reducing device, the force of retraction and tension of the strap is measured both with the tension-reducing device in operation and inoperative.

7.6.4.2 Before performing the dynamic test (7.7), the seated manikin, which is wearing a cotton shirt, is tilted forward until the strap has been pulled out of the retractor by 350 mm and then returned to its original position.

7.7 Dynamic test of the kit or restraint system

7.7.1 The kit is mounted on a trolley equipped with a seat and belt attachment as described in Annex E. However, if the kit is intended for a special vehicle or for special types of vehicles, the distances between the dummy and the belt attachment must be established by the testing laboratory conducting the tests, either based on the installation instructions provided with the belt, or in accordance with the data provided by the company. - the manufacturer of the vehicle. If the belt is equipped with a height adjustment device (2.14.6), then the device and its fasteners must be installed in the same position in which they are installed on the vehicle.

If the dynamic test has been carried out for any one type of vehicle, then it is not necessary to carry out a similar test for other types of vehicles for which each anchor point is less than 50 mm from the anchor point of the test belt. Alternatively, manufacturers may define hypothetical test anchor points to cover as many actual anchor points as possible.

7.7.1.1. If the seat belt or restraint system is part of a set being tested as a restraint system, then the seat belt shall be fitted to the part of the vehicle structure to which the restraint system is normally attached, with that part rigidly attached to the test trolley in the manner described in 7.7.1.2 - 7.7.1.6 .

If the pretensioner of the seat belt or restraint system is attached to other parts than those included in the belt kit itself, then such a kit is installed, together with the necessary additional parts of the vehicle, on the test trolley in the manner described in 7.7.1.2 to 7.7.1.6.

Alternatively, if these devices cannot be tested on a test trolley, the manufacturer may demonstrate, on the basis of any conventional 50 km/h frontal impact test in accordance with ISO 3560, that the device complies with the requirements of this standard.

7.7.1.2. The method of securing the vehicle during the test shall exclude the strengthening of seat or seat-belt anchorages, as well as the increase in the rigidity of structural members. At the front of the vehicle, no elements shall be allowed which, by restricting the forward movement of the dummy (this does not include the legs of the dummy), would reduce the load on the restraint system during the test. Replacement of the excluded structural elements with elements of equivalent strength is allowed, provided that they do not interfere with the forward movement of the dummy.

7.7.1.3. The anchoring device is considered satisfactory if it has no effect on the area along the entire width of the test structure and if the vehicle or test structure is blocked or fixed forward at least 500 mm from the anchoring points of the restraint system. At the rear, the test structure is fixed at a sufficient distance from the attachment points to ensure that the requirements of 7.7.1.2 are met.

7.7.1.4. The seats shall be installed and secured in a driving position chosen by the testing laboratory conducting the tests in such a way as to simulate the most unfavorable conditions in terms of strength; at the same time, their position must allow installation of the dummy in the vehicle. The position of the seats is indicated in the protocol. If the backrest angle is adjustable, the backrest shall be fixed in the position prescribed by the manufacturer and, in the absence of any indication, set at an angle of inclination as close to 25° as possible for vehicles of categories and and as close as possible to 15° for vehicles of all other categories.

7.7.1.5 For the purpose of checking compliance with the requirements of 6.4.1.4 a), the seat is considered to be in the most forward position for the driver or passenger, corresponding to the dimensions of the dummy.

7.7.1.6. All seats in a group of seats are tested simultaneously.

7.7.1.7 Dynamic tests of the tether-type belt system are carried out without a lanyard (set), if provided.

7.7.2. The harness set is attached to a manikin, the characteristics of which are given in Annex G.

A 25 mm thick plate is placed between the back of the dummy and the back of the seat. The belt is carefully adjusted to the mannequin. Then the plate is removed and the dummy is moved to the back of the seat so that its back is in contact with the back of the seat along its entire length. When doing this, make sure that both parts of the buckle are connected correctly and that it cannot open spontaneously.

7.7.3. The free ends of the straps extending from the adjusters shall be long enough to allow for possible slippage.

7.7.4 Launch the trolley so that at the moment of impact the speed of free movement is () km/h; during acceleration, the dummy must remain in the same position. The distance to stop the trolley must be () cm. During the deceleration, the trolley must remain in a horizontal position. The deceleration of the movement of the cart is provided by the device described in Annex E, or by any other device giving equivalent results. The performance of this device shall be in accordance with Appendix I.

7.7.5 Measure the speed of the cart just before impact, the movement of the dummy in the direction of travel, and the speed of the chest when it is moved 300 mm.

7.7.6. After an impact, the belt assembly or restraint system and its rigid parts are subjected to a visual inspection without releasing the buckle to determine if there is any defect or breakage. For the restraint system, after the test, check whether the structural members of the vehicle that are attached to the bogie show any noticeable permanent deformation. If such deformation exists, it shall be taken into account in the calculations carried out in accordance with 6.4.1.4 a).

7.8 Buckle release test

7.8.1 For this test, use belt sets or restraints that have already passed the dynamic test in accordance with 7.7.

7.8.2 The strap assembly is removed from the test trolley without releasing the buckle. A force is applied to the buckle through all the straps connected to it so that each strap is under the influence of a force of 60/n daN (n is the number of straps connected to the buckle in the fastened state). If the buckle is connected to any rigid part, this force is applied at the same angle as the angle formed by the buckle and the rigid end in the dynamic test. The load is applied at a speed of () mm/min to the geometric center of the buckle-opening button along a fixed axis parallel to the original direction of movement of the button. When applying the force necessary to open the buckle, the latter must be held by some kind of hard stop. The load shall not exceed the limit specified in 6.2.2.5. The contact surface of the parts used in the test must be spherical with a radius () mm and be a polished metal surface.

7.8.3 Measure the force required to release the buckle and note any failure of the buckle.

7.8.4 After the buckle release test, the component parts of the belt or restraint assembly subjected to the tests of 7.7 are examined and the extent of damage to the belt assembly or restraint during the dynamic test is noted in the test report.

7.9 Additional testing of seat belts with pretensioners

7.9.1 Air conditioning

The pretensioner may be removed from the seat belt being tested and held for 24 h at ()°C. Then the temperature is raised to ()°C and maintained for 2 hours Next, the device is kept for 24 hours at a temperature of minus ()°C. After that, the device is removed from the thermostat and it is heated to room temperature. The device is then reattached to the seat belt if removed.

7.10 Test report

7.10.1 The test report shall report the results of all tests in Clause 7, in particular the speed of the trolley, the maximum travel of the dummy in the direction of travel, the position of the buckle during the test, if adjustable, the force of the release of the buckle, and any malfunction or breakdown. If 7.7.1 does not meet the requirements of Annex E for attachment points, then the protocol should describe how the belt assembly or restraint system is to be installed, and indicate the main angles and dimensions. Any deformation or breakage of the buckle that occurred during the test should also be noted in the report. For the restraint system, the test report should also indicate the method of attachment of the vehicle structure to the bogie, the position of the seats and the angles of the seatbacks. If the forward movement of the dummy exceeds the values ​​given in 6.4.1.3 b), the report should indicate whether the requirements of 6.4.1.4 a) are met.

8 Requirements regarding the installation of seat belts in a vehicle

8.1 Vehicle equipment

8.1.1. Seats installed in vehicles of categories M and N (with the exception of those vehicles of categories and which are intended for use in urban areas and have places for standing passengers) must be equipped with seat belts or restraint systems that comply with the requirements of this standard. . The requirements of this standard do not apply to folding seats (GOST R 41.14) and seating positions intended for use exclusively in a stationary vehicle.

8.1.2. Types of seat-belts or restraint systems for each seat are specified in Annex T, non-locking retractors (2.14.1) and manual retractors (2.14.2) are not allowed. For all seats required by Annex T to have Type B lap belts, Type Br3 lap belts are also permitted provided that, during use in the normal buckled position, they do not retract to such an extent that the comfortable position of the user is severely restricted.

8.1.3 When seat belts are not required, then any type of seat belt or restraint system conforming to this standard may be used at the discretion of the manufacturer. As an alternative to lap belts intended for seats which, according to Annex T, must be equipped with such belts, Type A belts from the types permitted by Annex T may be used.

8.1.4 Three-point belts with retractors shall have at least one diagonal webbing retractor.

8.1.5 With the exception of category vehicles, a type 4N (2.14.5) retractor (2.14.5) may be fitted instead of an emergency locking type 4 retractor (2.14.5) if it can be shown by the test laboratory authorized to carry out the tests that the installation of a type 4 retractor inappropriate.

8.1.6 For front outboard and center seats listed in Annex T and marked with "*", lap belts of the type specified in this Annex are considered adequate if the windshield is outside the reference zone defined in Annex 1 to GOST R 41.21 .

For seat belts, a windshield is considered part of the reference zone if it can come into static contact with the measuring device when tested according to the method described in Annex 1 to GOST R 41.21.

8.1.7. Three-point belts shall be provided for each seat identified in Annex T with an "*" unless one of the following conditions is met (in which case two-point belts may be provided for the specified in T type application):

8.1.7.1 directly ahead is a seat or other elements of the vehicle that meet the requirements of Annex 1 to GOST R 41.80, or

8.1.7.2. none of the elements of the vehicle is in the home zone and cannot be in the home zone when the vehicle is in motion, or

8.1.7.3. The elements of the vehicle located in the aforementioned reference zone comply with the energy absorption requirements set out in GOST R 41.80.

8.1.8 Except as provided in 8.1.9, each passenger seat fitted with an airbag must be provided with a warning sign against the use of a rearward facing child restraint. The pictogram warning label, which may contain explanatory text, must be securely affixed and placed in such a way that it can be easily seen by a person who intends to install a rearward facing child restraint in this seat. An example of a possible pictogram is shown in Figure 1. The warning sign must be visible in all cases, even if the warning sign is not visible when the door is closed.

8.3.3. The belt worn should either be automatically adjustable or be designed so that the manual adjustment device is easily accessible to the seated user, comfortable and easy to use. In addition, the user must be able to tighten the belt with one hand, adjusting it to their body size and the position in which the vehicle seat is located.

8.3.4. Seat-belts or restraint systems incorporating retractors shall be installed in such a way that the retractors function and effectively retract the strap.

8.3.5 To inform the user(s) of the vehicle about the requirements for the carriage of children, vehicles of categories and must meet the requirements of Annex F.

9 Compliance of production

9.1. Any type of vehicle, seat-belt or restraint system tested in accordance with this standard shall be constructed to conform to the type tested, meeting the requirements of sections 6 to 8.

9.2 To ensure the necessary confidence of the testing laboratory, it is advisable to check the products for compliance with the tested samples once a year. The minimum requirements for the control of conformity of production set out in Annex P shall be observed.

10 Operating instructions

Where seat-belts of the appropriate type are supplied separately from the vehicle, the packing and installation instructions must clearly indicate the type(s) of vehicle for which they are provided.

ISO 3560:2001

Road transport. Test procedure for frontal impact against a fixed obstacle or impact against a pole

ISO 6487:2002

Road transport. Measurement methods for impact testing. Instrumentation

______________________________

* The Russian version is available at FSUE "Standartinform"

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GOST R 41.12-2001 (UNECE Regulation No. 12)

Igdiye official

GOSSTANDART OF RUSSIA

Foreword

1 DEVELOPED by the All-Russian Research Institute for Standardization and Certification in Mechanical Engineering (VNIINMASH) on the basis of UNECE Regulation No. 12 adopted by the Working Party on the Design of Vehicles of the ITC UNECE

INTRODUCED by Gosstandart of Russia

3 This standard is the identical text of UNECE Regulation No. 12, 03 series of amendments (since 24.08.88) "Uniform provisions concerning the approval of vehicles with regard to the protection of the driver from impact against the steering system" and includes:

Revision 3 (document E/ECE/324-E/ECE/TRANS/505/Adtl.l l/Rcv.3);

Revision 3 - Amendment I (document E/ECE/324-E/ECE/TRANS/505/Add.1 1/Rcv.3/Amcnd.l);

Revision 3 - Amendment 2 (document E/ECE/324-E/ECE/TRANS/505/Add.l l/Rev.3/Amend.2)

4 INTRODUCED FOR THE FIRST TIME

© I PK Standards Publishing House, 2002

This standard cannot be fully or partially reproduced, replicated and distributed as an official publication without the permission of the State Standard of Russia

GOST P 41.12-2001

1 Scope .......................... I

2 Definitions............... I

3 Application for approval ..................................2

4 Approval .........................................3

5 Specifications .........................................5

6 Tests ............................... 6

7 Vehicle type or steering modifications and distribution

Approval ............................... 6

8 Conformity of production............................... 6

9 Sanctions imposed for non-conforming production ........................... 7

10 Instructions..............................7

11 Definitive discontinuation of production....................................7

12 Names and addresses of the technical services authorized to carry out approval tests and of the administrative authorities .......................... 8

13 Transitional Provisions...............................8

Annex IA Communication concerning approval, extension of approval, refusal of approval, withdrawal of approval, definitive discontinuation of a vehicle type in relation to driver protection against system shock

steering control based on UNECE Regulation No. 12........ 9

Annex 1B Communication concerning approval, extension of approval, refusal of approval, withdrawal of approval, definitive discontinuation of steering control type with regard to driver protection

steering on the basis of the relevant section of the ECE Regulations

XUN №12..........................10

Annex 2 Diagrams of approval marks ............................... II

Annex 3 Frontal impact barrier test ..........................................12

Annex 4 Torso Model Test ..................................14

Annex 5 Headform test ............................... 17

Annex 6 Procedure for determining the point // and the actual torso angle of the driver or passenger seated in the vehicle ..............................19

GOST R 41.12-2001 (UNECE Regulation L 12)

STATE STANDARD OF THE RUSSIAN FEDERATION

UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH REGARD TO THE PROTECTION OF THE DRIVER FROM IMPACT ON THE STEERING SYSTEM

Uniform provisions concerning the type approval of vehicles with regard to the protection of the driver against the steering mechanism in the event of impact

Date in decree 2002-01-01

This standard enacts UNECE Regulation Nj 12 (hereinafter referred to as the Regulations).

1 area of ​​use

1.1. This Regulation governs the command of the steering system of motor vehicles of category M, and vehicles of category N, with a maximum permissible mass not exceeding 1500 kg, with regard to the protection of the driver in the event of a frontal collision.

1.2. At the request of the manufacturer, vehicles other than those referred to in 1.1. may be granted approvals in accordance with UNECE Regulation No. 12.

2 Definitions

In these Rules, the following terms are used with the corresponding definitions:

2.1. approval of a vehicle: The approval of a vehicle type with regard to protection of the driver against the steering system.

2.2. vehicle type: Power-driven vehicles without distinction:

2.2.1 For vehicles propelled by an internal combustion engine in part:

2.2.1.1. arrangements, dimensions, shape and materials of the part of the vehicle located in front of the steering column;

2.2.1.2. the mass of the vehicle in running order, as determined in 2.18.

2.2.2. For vehicles driven by an electric motor, in part:

2.2.2.1. Dimensions, weight, construction of the vehicle, shape and materials, location of engine parts, location of the battery or parts of the traction battery:

2.2.2.2. The mass of the vehicle in running order, as defined in 2.18.

(Amendment 03 series)

2.3. Approval of a steering control: Approval of a type of a steering control with regard to protection of the driver against the elements of the steering wheel.

2.4.1 designs, dimensions, outlines and materials.

And mania is official

2.5. steering: A control, usually a steering wheel, operated by the driver.

2.6. Universal steering control: A control that can be fitted to several approved vehicle types in such a way that differences in its attachment to the steering column do not affect its behavior when blown.

2.7 inflatable cushion

2.7.1 serving to protect the driver of the vehicle from the blow on the steering wheel;

2.7.2. Inflated with gas by means of a device which is triggered by the impact of a vehicle.

2.8 steering wheel rim

2.9 back: The rod connecting the steering wheel stud to the hub.

2.10 hub

2.10.1 connects the steering wheel to the steering shaft;

2.10.2 transmits to the steering shaft the torque applied to the steering wheel.

2.11 steering wheel hub center: The point on the surface of the hub that lies on the axis of the steering shaft.

2.12 steering plane: The flat surface which divides the steering wheel shell into equal parts between the driver and the front of the vehicle.

2.13. steering shaft: The element which transfers to the steering mechanism the torque applied to the steering wheel.

2.14 steering column: Protective casing of the steering shaft.

2.15 steering) control system: Steering wheel, steering column, steering shaft housing, steering shaft, steering mechanism, as well as other elements that contribute to the absorption of energy when hitting the steering.

2.16 salon: The space intended for the driver and passengers and limited by the roof. floor, side walls, doors, windows, front bulkhead and rear compartment bulkhead plane or rear seat back support plane, etc. if necessary, a part of the folder (patches) intended (intended) for installation of electric vehicle traction battery monoblocks.

(Amendment 03 series)

2.17 impactor: Hemispherical headform with a diameter of 165 mm. meeting the requirements of Annex 3 5.

2.18 curb weight: The weight of the vehicle without driver, passengers and cargo, but with fuel, coolant, lubricants, tools, spare wheel. if provided by the manufacturer as a complete equipment and the shelf(s) on which the traction battery is installed, including monoblocks of the electric vehicle traction battery.

(Amendment 03 series)

2.19 monoblock: The smallest element of a traction power source.

2.20 traction battery: A set of blocks that form a source of electricity.

2.21 traction battery shelf: Shelf intended for mounting one or more monoblocks; the vehicle may not have a patch at all, or it may have one or more shelves.

3 Application for approval

3.1 Type ipaiicnopuioro environment!wa

3.1.1. An application for type approval of a vehicle with regard to protection of the driver from the steering system is submitted by the vehicle manufacturer or his authorized representative.

3.1.2 Each application must be accompanied by the following documents in triplicate and the following information:

3.1.2.1. a detailed description of the vehicle type in terms of construction, dimensions. (|yurma and materials of that part of the vehicle, which is located in front of the steering column;

GOST P 41.12-2001

3.1.2.2. Sufficiently detailed drawings of the steering system and its attachment to the chassis and body of the vehicle, to an appropriate scale;

3.1.2.3. technical description of the steering system;

3.1.2.4 indication of the weight of the vehicle in running order;

3.1.2.5. Where appropriate, a certificate that the steering control has been approved in accordance with 5.2.

3.1.3. Technical Service authorized to carry out approval tests. should be presented:

3.1.3.1. Vehicle of the type to be approved for the test in 5.1.;

3.1.3.2. Other type of vehicle, or parts of a vehicle, as he deems necessary to carry out the test of 5.2 and 5.3. at the choice of the manufacturer and with the consent of the technical services;

3.1.3.3. Before granting type approval, the competent authority checks that mechanisms are in place to ensure effective control of conformity of production.

3.2 Steering Timing

3.2.1. An application for approval of the type of steering control with respect to protection of the driver from the impact of the steering elements is submitted by the manufacturer of the steering control and his authorized representative.

3.2.2 The application must be accompanied by the following documents in three copies and the following data:

3.2.2.1. a detailed description of the type of steering control in terms of design, dimensions and materials of construction;

3.2.2.2. Detailed drawings of the steering system and its attachment to the chassis and body of the vehicle.

3.2.3 To carry out the test specified in 5.2 and 5.3. technical service authorized to carry out approval tests must be presented to the steering authority representing the type to be approved, and, at the discretion of the manufacturer and with the consent of the technical service, the vehicle parts that he considers necessary for this tests.

4 Approval

4.1. The certificate of type approval shall be accompanied by a certificate conforming to the model specified in 4.1.1 or 4.1.2:

4.1.1 Appendix 1A for "turnouts". specified in 3.1;

4.1.2 Appendix IB for applications referred to in 3.2.

4.2 Tim (morning agent

4.2.1 If the vehicle submitted for official approval in accordance with this Regulation satisfies the requirements of sections 5 and 6 and annexes 4-6. then the type of vehicle is considered approved.

4.2.2. Each approved vehicle type is assigned an approval number. The first two digits (currently 03) indicate the number of the latest series of major technical amendments made to the Regulation up to the time the approval was granted. The same Contracting Party may not assign the same number to another vehicle type with a different steering system or to another vehicle type as defined in 2.2.

4.2.3. The Parties to the Agreement applying this Regulation shall be notified of approval, extension or refusal of type approval of a vehicle pursuant to this Regulation by means of a card conforming to the model in Annex IA.

4.2.4. On each vehicle corresponding to a vehicle type approved under this Regulation, must be affixed in a conspicuous and easy to

in the place indicated on the approval registration card, the international approval mark, consisting of:

4.2.4.1. from a circle containing the letter -E" followed by the distinguishing number of the country which has granted the approval and;

4.2.4.2 from the number of these Regulations, followed by the letter "R*. thyrsus and the approval number to the right of the circle indicated in paragraph 4.2.4.1.

4.2.5. If the vehicle conforms to a vehicle type approved under other Regulations annexed to the Agreement in the same country which has granted approval under this Regulation, the symbol prescribed in 4.2.4.1 need not be repeated; in this case, the Regulation and approval numbers and the additional designations of all Regulations under which approval is granted in the country which has granted approval under this Regulation shall be placed in vertical columns to the right of the designation. provided in 4.2.4.1.

4.2.6. The approval mark must be legible and indelible.

4.2.7. The approval mark shall be placed next to or on the plate showing the characteristics of the vehicle.

4.3 Steering type

4.3.1. If the steering control submitted for separate approval pursuant to this Regulation satisfies the requirements of sections 5 and 6 and annexes 4 to 6. then this type of steering control is considered approved. This applies only to those steering controls, the design of which does not include airbags.

(Amendment series 03).

4.3.2. Each approved type of steering control is assigned an approval number. The first two digits (currently 03) indicate the number of the latest series of major technical amendments made to the Regulation up to the time the approval was granted. The same Contracting Party may not assign this number to another type of steering control as defined in 2.4.

4.3.3. The Parties to the Agreement applying this Regulation shall be notified of approval, extension or refusal of type approval of a steering control under this Regulation by means of a card. conforming to the model given in annex I B.

4.3.4. Each steering control conforming to a given type approved in accordance with this Regulation shall be affixed in a conspicuous and easily accessible position as shown on the approval record card with an international approval mark consisting of:

4.3.4.1 from the circle containing the letters;) *E*. followed by the distinctive number of the country that granted the approval 1*;

"I - Germany, 2 - France. 3 - Italy. 4 - Netherlands. 5 - Sweden. 6 - Belgium. 7 - Nairin. 8 - Czech Republic. 9 - Spain. 10 - Yugoslavia. 11 - United Kingdom. 12 - Australia 13 - Luxembourg 14 - Switzerland 15 - ns assigned 16 - Norway 17 - Finland 18 - Denmark 19 - Romania 20 - Poland 21 - Portugal 22 - Russian Federation 23 - Greece 24 - Ireland 25 - Croatia 26 - Slovenia 27 - Slovakia 28 - Belarus 29 - Estonia 30 - not assigned 31 - Bosnia and Herzegovina 32 - Latvia 33 - not assigned 34 - Bulgaria 35-36 - not assigned 37 - Turkey 38-39 - not assigned 40 - The former Yugoslav Republic of Macedonia 41 - not assigned 42 - European Community (approvals are granted by its Member States using their respective ECE symbol) 43 - Japan 44 - not assigned 45 - Australia and 46 - Ukraine The following serial numbers will be assigned to other countries in the chronological order of their ratification of the Agreement on the adoption of uniform technical prescriptions for wheeled vehicles, items of equipment and parts that can be, installed and (go) used on wheeled vehicles, and on the conditions for mutual recognition of approvals granted on the basis of these prescriptions or in the order of their accession to this Agreement , and the numbers thus assigned to them will be communicated by the Secretary General of the United Nations Our! Contracting Parties to the Agreement.

GOST P 41.12-2001

4.3.4.2. from the approval number, placed around the floor.

4.3.5. The approval mark must be legible and indelible.

4.4. Annex 2 shows, as an example, schemes of approval marks.

5 Technical requirements

5.1. During the empty vehicle crash test, in running order without dummy, with a barrier and at a speed of 48.3 km/h (30 mph), the top of the steering column and steering shaft shall not move backwards in a horizontal direction and parallel to the longitudinal axis of the vehicle by more than 12.7 cm and vertically upwards by more than 12.7 cm, both dimensions being considered in relation to some point of the vehicle that did not move as a result of this collision 0 .

5.1.1. If the vehicle is driven by an electric motor, the crash test prescribed in 5.1. carried out with the general traction battery switch installed” to the “ON” position. In addition, during and after the test, the following requirements must be met:

5.1.1.1 Monoblocs must remain fixed in their places of installation.

5.1.1.2 liquid electrolyte must not enter the passenger compartment; a small leak is allowed, but outside the vehicle and provided that the volume of liquid that was spilled during the first hour after the test does not exceed 7% of the total volume of liquid electrolyte in the traction battery.

5.2 If the steering column collides with a torso form which strikes the column at a relative speed not less than 24.1 km/h (15 mph), the force exerted by the steering column on the torso form must not exceed l.l 11 laN.

5.3 If the steering wheel is hit by an impactor that collides with it at a relative speed of 24.1 km/h. then, in accordance with the requirements specified in annex 5. the deceleration of the impactor in total shall not exceed 80 g for more than 3 milliseconds. The deceleration must always be less than 120g for a CFC of 600H.

5.4 Steering should be designed, constructed and installed in such a way that:

5.4.1 before the ular test specified in 5.2 and 5.3. on any part of the steering surface that faces the driver and that can be touched by a sphere with a diameter of 165 mm. there were no dangerous irregularities or sharp edges with a curvature radius of less than 2.5 mm;

5.4.1.1 after any ular test specified in 5.2 and 5.3. the portion of the steering surface facing the driver did not have any sharp or uneven edges that could increase the risk or severity of injury to the driver. Minor cracks and breaks in the surface are not taken into account.

5.4.1.1.1 Where there is a protrusion made of a flexible material with a hardness less than 50 Shore A and mounted on a rigid support, the requirements of 5.4.1.1 apply only to the rigid support.

5.4.2. The steering shall be designed, constructed and mounted in such a way that there are no elements or accessories, including a signal device drive and cladding elements, on which the clothing or jewelry of the driver can get caught in normal driving conditions.

5.4.3. If the steering is not part of the complete equipment, then it must meet the specifications, which are checked during the tests in accordance with 2.1.3 of Annex 4 and 2.3 of Annex 5.

5.4.4 In the case of a "universal steering", these requirements must be met With respect to:

"The term "horizontally" means: in the horizontal plane with respect to the interior of the stationary vehicle before testing, and not in the horizontal plane with respect to the ground during the movement of the vehicle, and the term "vertically" means: in the vertical plane, perpendicular to the horizontal plane, defined by the concept of "horizontally" and directed upwards.

5.4.4.1 all possible steering column angles, assuming the test is to be carried out. at least for the maximum and minimum tilt angles of the steering column in relation to all approved types of vehicles for which this steering is intended;

5.4.4.2. All possible positions of the impactor and torso dummy in relation to the steering, the tests being carried out at least in the middle position on all approved vehicle types for which the steering is intended. Where a steering column is used, it must be of a type that would correspond to the "worst" conditions.

5.4.5. If adapters are used to fit a single type of steering control to different steering columns, and if it can be shown that the energy absorption characteristics of the system are similar when such adapters are used, then all tests may be carried out with the same type of adapter.

6 Trials

6.1 Monitoring compliance with the requirements contained in section 5. should be carried out in accordance with the methods set out in annexes 3-5.

6.2. However, at the discretion of the Approval Authority, other tests may be allowed, provided that they can be shown to be equivalent. In such a case, a test report describing the methods used and the results obtained shall be attached to the approval documentation.

7 Modifications of vehicle type or steering

and distribution of official approval

7.1. Any modification to a vehicle type or steering type or both shall be notified to the administrative authority which approved the vehicle type or steering type. This body can:

7.1.1. either come to the conclusion that the changes made will not have a significant adverse effect and that, in any case, the vehicle still complies with the regulations;

7.1.2 or require a new report from the technical service authorized to carry out the tests.

7.2. Subject to the requirements of 7.1., no curb weight will be considered as a change in vehicle type if the curb weight is less than the weight of the vehicle submitted for approval testing.

7.3. Confirmation or refusal of approval, indicating the changes, shall be communicated to the parties to the Agreement applying this Regulation in accordance with the procedure referred to in 4.2.3 or 4.3.3.

7.4. The competent authority which has granted an extension of approval shall assign to that extension the appropriate serial number and notify the other parties to the 195S Agreement applying this Regulation by means of a message card conforming to the model in Annex 1A or 1B.

8 Compliance of production

8.1. Each vehicle or steering system approved under this Regulation must be of the approved type and meet the requirements laid down in sections 5 and 6.

8.2 Appropriate production checks are carried out to verify compliance with the requirements set out in 8.1.

8.3 The holder of the approval must:

GOST I' 41.12-2001

8.3.1 provide a framework for effective quality control of the vehicle or steering;

8.3.2. have access to the test equipment necessary to verify the conformity of each approved type;

8.3.3 ensure that the test data are recorded and the attached documents are available for a period to be determined by agreement with the administrative authority;

8.3.4. Review the results of each type of test to verify and ensure that vehicle or steering performance is consistent with industrial production tolerances;

8.3.5 provide for each type of vehicle or steering holding. at least those tests that allow the necessary measurements to be made;

8.3.6 to produce, in case of non-compliance of any set of test specimens and samples found during this type of test, a new sampling and new tests. In this regard, all necessary measures must be taken to restore the conformity of production.

8.4. The competent authority which has issued the type approval may at any time check the conformity control methods applied in each production unit.

8.4.1 During each inspection, the inspector is provided with test reports and records of observation of the production progress.

8.4.2 The inspector may take samples at random for testing in the manufacturer's laboratory. The minimum number of samples may be determined depending on the results of the manufacturer's own checks.

8.4.3 If the quality level does not satisfy the requirements, or if it is necessary to verify the correctness of the tests carried out in accordance with 8.4.2. the inspector selects the figurines, which are sent to the technical service that conducted the type approval tests.

8.4.4. The competent authority may carry out any test provided for in this Regulation. Usual frequency of inspections authorized by the competent authority. - once a year. In the event that unsatisfactory results are found during one of these inspections, the competent authority shall ensure that all necessary measures are taken to restore the conformity of production as soon as possible.

9 Sanctions for non-conforming production

9.1. The type approval granted to a vehicle or steering device pursuant to this Regulation may be withdrawn if the requirements laid down in 8.1 are not met. or if the selected vehicle(s) or steering control(s) fail the test prescribed in 8.2.

9.2. If any Contracting Party to the Agreement applying this Regulation revokes a previously granted approval, it shall immediately inform the other Contracting Parties applying this Regulation by means of a message form conforming to the model shown in Annex 1A or 1B.

10 Instructions

If the type of control is sent separately from the vehicle, in the instructions. relating to packaging and installation must be clearly stated. what type(s) of vehicle it is intended for.

11 Definitive termination of production

If the holder of the approval completely ceases to manufacture a vehicle type or a type of steering approved in accordance with this Regulation, he shall so inform the competent authority which granted the approval.