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FEDERAL AGENCY
ON TECHNICAL REGULATION AND METROLOGY

UNIFORM REQUIREMENTS,
CONCERNING VEHICLES
SMALL CAPACITY CATEGORIES M 2 and M 3
IN RELATION TO THEIR GENERAL DESIGN

1 PREPARED by the All-Russian Research Institute of Standardization and Certification in Mechanical Engineering (VNIINMASH) on the basis of an authentic translation of the standard specified in paragraph 4, which was carried out by the UNECE ITC Working Group on Vehicle Design

2 INTRODUCED BY VNIINMASH

3 APPROVED AND ENTERED INTO EFFECT by Order of the Federal Agency for Technical Regulation and Metrology dated December 29, 2005 No. 459-st

4 This standard is modified from UNECE Regulation No. 52 “Uniform provisions concerning the approval of small vehicles of categories M 2 and M 3 with regard to their general design” as amended by the 01 series (Regulation No. 52 “Uniform provisions concerning the approval of the categories M 2 and M 3 small capacity vehicles with regard to their general construction") by changing individual phrases (words) that are italicized in the text. The introduction of these technical deviations is aimed at taking into account the features of the standardization object characteristic of the Russian Federation, as well as:

By including an additional section 1a “Normative references” to take into account the peculiarities of national standardization of the Russian Federation, which is highlighted by a single vertical line located to the left of the text. In the text of the standard, relevant references are highlighted in bold italics;

By including additional phrases to take into account the needs of the national economy of the Russian Federation, which in the text of the standard are highlighted by underlining with a solid horizontal line;

By changing the contents and appendices 1 and 2, which are highlighted by a bold vertical line located to the left of the changed text. The original text of the authentic translation of these structural elements of the international standard and explanations of the reasons for introducing technical deviations are given in additional appendices 5 and 6, respectively.

The standard does not include sections 7 - 11 of the applied UNECE Rules, which are inappropriate to apply in national standardization due to the peculiarities of testing in the Russian Federation. These sections are given in Supplementary Appendix 7

5 INSTEAD GOST R 41.52-2001 (UNECE Rules No. 52)

1 area of ​​use. 2 2 Terms and definitions. 3 3 Documents submitted for testing. 6 4 Compliance with the requirements of this standard. 6 5 Technical requirements. 6 6 Changing the type of vehicle. 27 Appendix 1. List of main characteristics included in the technical description of vehicles submitted for testing. 27 Appendix 2. Form of attachment to the test report for a type of large-capacity vehicle in relation to the general design based on GOST R 41.52. thirty Appendix 3. Explanatory diagrams.. 30 Appendix 4. Principles for measuring the clamping force of power-operated doors... 41 Appendix 5. Original text of the authentic translation of Appendix 1 of the applied UNECE Regulation No. 52. 43 Appendix 6. Original text of the authentic translation of Appendix 2 of the applied UNECE Regulation No. 52. 45 Appendix 7. Original text of the authentic translation of sections 7 - 11 of the applied UNECE Regulation No. 52. 45

GOST R 41.52-2005

This standard does not apply to vehicles intended to carry passengers with reduced mobility.

1a Normative references

This standard uses normative references to the following standards:

GOST R 41.12-2001 (UNECE Regulation No. 12) Uniform provisions concerning the approval of vehicles with regard to driver protection against impact from the steering system

GOST R 41.34-2001 (UNECE Regulation No. 34) Uniform provisions concerning the approval of vehicles with regard to the prevention of fire hazards

GOST R 41.48-2004 (UNECE Regulation No. 48) Uniform provisions concerning the certification of vehicles with regard to the installation of lighting and light signaling devices

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

Note - When using this standard, it is advisable to check the validity of the 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 information indexes published in the current year. If the reference document is replaced (changed), then when using this standard you should be guided by the replaced (changed) document. If the reference document is canceled without replacement, then the provision in which a reference to it is given applies to the extent that does not affect this reference.

2 Terms and definitions

The following terms with corresponding definitions are used in this standard:

2.1 vehicle(vehicle): A single-deck vehicle of category M 2 or M 3, designed and equipped for the carriage of seated or seated and standing passengers, with a capacity of not more than 22 people.

These vehicles are divided into two classes:

2.1.1 class A(class A): Vehicles designed to carry standing passengers; a vehicle of this class has seats but may also be capable of carrying standing passengers;

2.1.2 class B(class B): Vehicles not intended to carry standing passengers; A vehicle in this class does not have equipment designed for standing passengers.

2.1.3 vehicle with a low floor(low floor vehicle): A vehicle in which at least 35% of the area allocated for standing passengers forms a continuous surface without steps, which can be reached through at least one service door by taking only one step from supporting surface.

2.2 vehicle type(vehicle type): Vehicles that do not differ significantly from each other with respect to the design features specified in this standard.

2.3 vehicle type test(test of a vehicle): Conformity confirmation procedure type of vehicle in relation to the design features of the requirements established by this standard.

2.4 service door(service door): A door used by passengers during normal operation while the driver is at work.

2.5 double door(double door): A door having two passages or one passage equivalent in area to two passages.

2.6 emergency door emergency door: A door provided as an accessory to the service door(s) and intended to be used by passengers as an exit only in exceptional circumstances, particularly in the event of an accident or accident.

2.7 emergency window(emergency window): A window, not necessarily glazed, intended to be used by passengers as an exit only in case of emergency.

2.8 double window(double window): A spare window that, when divided by an imaginary vertical line (or plane), produces two parts, each meeting the size and access requirements of a regular spare window.

2.9 escape hatch(escape hatch): An opening in the roof intended to be used by passengers as an exit only in case of danger.

2.10 emergency exit(emergency exit): Emergency door, window or escape hatch.

2.11 exit(exit): Service door or emergency exit.

2.12 sliding door(sliding door): A door that opens and closes as a result of movement along one or more straight or nearly straight tracks.

2.13 floor or platform(floor or deck): Part of the body on which standing passengers are located, the legs of seated passengers and the driver rest, and also serves to secure seats.

2.14 passage(gangway): A space intended for passenger access from any seat (row of seats) to any other seat (row of seats) or to any entrance passage from any service door. The pass does not include:

2.14.1 space intended to accommodate the feet of seated passengers;

2.14.2 the space above the surface of any step or step or

2.14.3 any space that is intended for access to only one seat (row of seats).

2.15 passage providing access(access passage): The space inside a vehicle from the service door to the outermost edge of the top step (edge ​​of the passage). If no step is provided near the door, the space considered to be an access passage is the space measured in accordance with 5.7.1.1 to a distance of 30 cm from the original position of the inner surface of the double template.

2.16 driver's compartment drivers compartment: A space intended, except in emergency situations, for the driver's use only and containing the steering wheel, controls, instruments and other devices necessary to operate the vehicle.

2.17 empty weight(MK) (unladen kerb mass): The mass of the vehicle without passengers and cargo, but taking into account the driver's weight of 75 kg, a mass of fuel corresponding to 90% of the fuel tank capacity specified by the manufacturer, and coolant, lubricant, tools and a spare wheel if available.

2.17.1 curb weight of the vehicle(MV) (unladen mass): The unladen mass of the vehicle, including the weight of the crew member, is 75 kg per seat specifically designed for this purpose, if provided in accordance with 5.7.1.8; all additional vehicle tanks intended for liquids must be filled to 90% of their capacity (for example, fuel for heaters, windshield washers, etc.); If there is a kitchen or toilet in the vehicle, clean water containers must be completely filled, and waste containers must be empty.

2.18 maximum weight(MT) (technically maximum mass): Technically permissible maximum mass declared by the vehicle manufacturer. (This mass may exceed the “permissible maximum mass” prescribed by national competent authorities.)

2.19 maximum weight per axle(technically permissible maximum axle mass): Part of the technically permissible maximum mass of the vehicle, declared by the manufacturer, which manifests itself in the vertical load in the area of ​​contact of the axle wheel(s) with the road surface. This mass may exceed the maximum permissible axle mass permitted by national competent authorities. The sum of all technically permissible maximum masses attributable to the axles of a vehicle may exceed the maximum technical mass of a given vehicle.

2.20 passenger(passenger): Any person other than the driver and crew member.

2.20.1 passengers with reduced mobility(passenger with reduced mobility): Passengers who experience particular difficulties when using public transport, in particular the elderly and disabled. Limited mobility is not necessarily associated with any form of disease.

2.21 passenger compartment(passenger compartment): A space intended for the use of passengers, excluding any space in which fixed pieces of equipment are located, such as cupboards, kitchens or toilets, or luggage compartments.

2.22 automatic service door(automatically operated service door): A power-operated service door that can open (without the use of emergency controls) only when the control is activated by the passenger or driver, and close automatically.

2.23 anti-movement device starting prevention device: A device that prevents the vehicle from starting when the door is not fully closed.

2.24 driver operated service door(driver operated service door): A service door usually opened and closed by the driver.

2.25 Unless otherwise specified, all measurements are made with the vehicle unladen and on a level, level surface. If the vehicle is equipped with a device that allows the floor to be lowered, the latter must be disabled.

2.26 Where this standard requires that a surface of the vehicle must be horizontal or inclined at a specific angle, if the vehicle is unladen, and if it is equipped with mechanical suspension, then this surface may be inclined at a greater angle or may be inclined when the vehicle is unladen, subject to the requirement for the vehicle in a loaded state specified by the manufacturer. If the vehicle is equipped with a device that allows the floor to be lowered, the latter must be disabled.

3 Documents submitted for testing

3.1 Documents for testing the type of vehicle in relation to its design features are presented by the manufacturer of the vehicle or its duly authorized representative.

3.2 The documents are accompanied by a technical description in triplicate in the form given in Appendix 1.

3.3 Testing laboratory a sample representing the type of vehicle must be presented.

4 Compliance with the requirements of this standard

4.1 If a vehicle submitted for testing in accordance with this standard satisfies the requirements of section 5, then that type of vehicle is considered to comply with the requirements of this standard.

4.2 The test report in the form of an appendix must include information according to the sample given in appendix 2.

5 Technical requirements

5.1 Axle load distribution and load conditions

5.1.1 The load distribution of a vehicle stationary on a level road must be determined in two positions:

5.1.1.1 without load as specified in 5.1.3, and

5.1.1.2 with load as specified in 5.1.4.

5.1.2 The front axle(s) must bear a portion of the mass not less than that indicated in Table 5.1.

Table 5.1

5.1.3 An unladen vehicle for 5.1 and 5.3 means a vehicle in the condition defined in 2.17.1.

5.1.4 A loaded vehicle for 5.1 means an unladen vehicle in accordance with 5.1.3 with an additional mass Q for each passenger seat; mass Q - in accordance with the permitted number of standing passengers, evenly distributed over the area S 1; mass IN- evenly distributed throughout the luggage compartments, and, where appropriate, the mass VX- evenly distributed over the surface of the roof, equipped for the carriage of luggage.

5.1.5 Q values ​​for vehicles of various classes are given in 5.3.2.

5.1.6 Baggage weight IN(kg) must have a numerical value of at least 100 V(m 3) (where V- see 5.3.2).

5.1.7 The BX value must correspond to the minimum pressure: 75 kg/m2 on the roof surface intended to accommodate luggage.

5.2 Area reserved for passengers

5.2.1 The total area S 0 intended for passengers is calculated by subtracting from the total floor area of ​​the vehicle:

5.2.1.1 area of ​​the driver's compartment;

5.2.1.2 the area of ​​steps in doorways and the area of ​​any step less than 30 cm deep;

5.2.1.3 the area of ​​any part located at a height above the floor level of less than 135 cm in accordance with 5.7.8, excluding permissible projections. For vehicles to which the requirements of 5.7.1.9 apply, this dimension may be reduced to 120 cm.

5.2.2 The area S 1 intended for standing passengers (only in vehicles of class A) is calculated by subtracting from the total area S 0:

5.2.2.1 the area of ​​all parts of the floor with a slope of more than 8%;

5.2.2.2 the area of ​​all parts that are not accessible to a standing passenger when all seats are occupied, with the exception of folding seats;

5.2.2.3 the area of ​​all parts whose free height above the floor level is less than 190 or 180 cm for the passage area located above and behind the rear axle and its associated parts (hard handrails are not taken into account);

5.2.2.4. The area in front of the vertical plane passing through the center of the surface of the driver's seat cushion (when it is in its rearmost position) and the center of the exterior rear view mirror located on the opposite side of the vehicle;

5.2.2.5 areas within 30 cm in front of all seats, except folding seats;

5.2.2.6 any surface, not excluded in accordance with 5.2.2.1 - 5.2.2.5, on which a rectangle measuring 400 ? 300 mm.

5.3 Passenger capacity

5.3.1 The vehicle must have a number of seats PS, excluding folding seats meeting the requirements of 5.7.8. For a Class A vehicle, the number of seats P s must be at least equal to the number of square meters of floor S 0 available to passengers and crew (if any), rounded to the nearest whole number.

5.3.2 Total number of seats and standing places N in vehicles are calculated in such a way that the following conditions are met:

(1)

(2)

where P s is the number of seats (see 5.3.1);

S 1 - area to accommodate standing passengers (see 5.2.2), m 2 ;

S sp - area required for one standing passenger (see 5.3.2.2), m 2 ;

MT- maximum weight (see 2.18), kg;

MV- curb weight (see 2.17.1), kg;

L- specific load of luggage in the luggage compartment(s), kg/m3;

V- total volume of luggage compartments, m3;

R- specific weight of luggage on the roof, kg/m2;

VX- total roof area intended to accommodate luggage, m2;

Q is the estimated mass of cargo per seat and standing passenger seat, if available (see 5.3.2.2), kg.

5.3.2.1 In the case of vehicles of class B: S 1 = 0.

5.3.2.2 For both classes of vehicles, use the values ​​given in Table 5.2.

Table 5.2

5.3.2.3 If a Class B vehicle is tested as a Class A vehicle, the weight of luggage carried in luggage compartments accessible only from outside the vehicle shall not be taken into account.

5.3.3 When carrying out calculations according to 5.3.2, the mass per each axle of the vehicle must not exceed the corresponding technically permissible maximum values.

5.3.4 Inside the vehicle, in the immediate vicinity of the front door, there must be a clear inscription or pictogram at least 15 mm high and numbers at least 25 mm high indicating:

5.3.4.1 the number of seats for which the vehicle is designed (P s);

5.3.4.2 the total number of passengers for which the vehicle is designed (N);

5.3.4.3 the number of wheelchairs, if provided, for which the vehicle is designed.

5.4 Strength of the upper part of the structure

For Class B vehicles only, it must be demonstrated by calculation or other appropriate method that the structure of the vehicle is sufficiently strong to withstand a uniformly distributed static load on the roof of the vehicle equal to the maximum mass of the vehicle (MT).

5.5 Fire protection

5.5.1 . Engine compartment

5.5.1.1 No flammable or fuel and grease absorbent soundproofing material shall be used in the engine compartment unless covered with impervious sheeting.

5.5.1.2 Precautions should be taken, whenever possible, against the accumulation of fuel and lubricating oil anywhere in the engine compartment by special design of the engine compartment or by providing drainage holes.

5.5.1.3 Between the engine compartment or any other heat source (for example, a device designed to absorb the energy released when the vehicle is driven down a long grade, such as a retarder or a cabin heating device, excluding any water-heated device) and the rest of the vehicle means there should be a partition made of heat-resistant material. A heating device (other than a heating device that uses hot water) may be installed in the passenger compartment if it is enclosed in a material designed to insulate the heat generated by the device, does not emit toxic fumes, and is located so that the occupant comes into contact with any hot surface is practically excluded.

5.5.2 Fuel tank filler necks

5.5.2.1 Filler necks must only be accessible from the outside of the vehicle.

5.5.2.2 Filler necks should not be located under a doorway, in the passenger compartment, or in the driver's compartment. Filler necks of fuel tanks must be located so as to prevent fuel from entering the engine or exhaust system during refueling.

5.5.2.3 Fuel must not leak through the filler plug or through devices designed to balance the pressure in the tank, even if the tank is completely tilted; Minor leakage is allowed if it does not exceed 30 g/min. If the vehicle is equipped with multiple fuel tanks connected together, the test pressure shall correspond to the least favorable position of the fuel tanks.

5.5.2.4 If the filler neck is located on the side of the vehicle, then the plug in the closed position should not protrude above the adjacent surface of the body.

5.5.2.5 The fuel tank filler cap must be designed and manufactured in such a way that inadvertent opening is prevented.

5.5.3 Fuel tanks

5.5.3.1 All fuel tanks must be securely attached to the vehicle and located on the vehicle so that they are protected by the vehicle structure in the event of a frontal or rear impact collision. No part of the fuel tank shall be less than 60 cm from the front or less than 30 cm from the rear of the vehicle unless the vehicle meets the requirements GOST R 41.34 in relation to a frontal or rear impact collision. Protruding parts, sharp edges, etc. are not allowed near the tanks.

5.5.3.2 No part of the fuel tank must protrude beyond the overall width of the body.

5.5.3.3 Fuel tanks must be made of corrosion-resistant materials.

5.5.3.4 Any excess pressure or any pressure exceeding the operating pressure must be automatically compensated by suitable devices (bleed valves, safety valves, etc.). Exhaust valves must be designed in such a way as to eliminate any risk of fire.

5.5.3.5 All fuel tanks must be subjected to a hydraulic test for internal pressure, carried out on a separate set with a filler pipe, neck and cap of mass production. The tank is filled to the brim with water. After this, any communication with the atmosphere is blocked and the pressure is gradually increased through the receiving tube of the fuel line until a relative pressure is reached that is twice the operating pressure, but not less than 0.3 bar, which is maintained for 1 minute. During this time, cracks and leaks are not allowed to appear in the walls of the tank, but residual deformation may occur.

5.5.4 Supply system

5.5.4.1 The compartments intended for passengers and the driver should not contain any elements of the fuel system.

5.5.4.2 Fuel lines and other parts of the supply system should be located in such a way that they are protected as far as possible.

5.5.4.3 Distortions, bends and vibration of the entire vehicle or engine structure should not cause excessive stress in the fuel lines.

5.5.4.4 Connections of flexible tubes or hoses with rigid elements of the power system must be designed and manufactured in such a way as to ensure their tightness under various operating conditions of the vehicle, regardless of natural aging, distortions, bends and vibrations of the entire structure of the vehicle or engine.

5.5.4.5 Fuel leaking from any part of the system must flow freely onto the road surface, but in no case onto the exhaust system.

5.5.5 Emergency switch, if installed

Where an emergency stop switch is installed to reduce the risk of fire after the vehicle has come to a complete stop, the emergency stop switch must have the following characteristics:

5.5.5.1 be located in a place that is easily accessible to the driver sitting in the workplace;

5.5.5.2 shall be clearly marked and provided with a protective cover or other convenient means to prevent accidental operation. Clear instructions regarding the method of use should be indicated in the immediate vicinity of the emergency switch, for example: “Remove the cover and turn the lever down! Actuate only after the vehicle has stopped”;

5.5.5.3 its activation must serve simultaneously to perform the following functions:

5.5.5.3.1 stopping the engine quickly;

5.5.5.3.2 actuating a battery switch installed as close as possible to the battery and disconnecting at least one of its terminals from the electrical circuit, except for the circuit providing the function prescribed in 5.5.5.3.3 and circuits that ensure the continuous operation of the tachograph , as well as those devices, the sudden shutdown of which can lead to a greater danger than could be prevented, for example:

5.5.5.3.2.1 emergency internal lighting,

5.5.5.3.2.2 cooling device for auxiliary heaters,

5.5.5.3.2.3 centralized electronic door locking;

5.5.5.3.3 activation of emergency signals on the vehicle;

5.5.5.4 in addition to the emergency switch, the functions specified in 5.5.5.3 can be performed by separate controls, provided that in an emergency these controls do not interfere with the operation of the emergency switch.

5.5.6 Electrical equipment and wiring

5.5.6.1 All wires must be well insulated and all wires and electrical equipment must be able to withstand the temperature and humidity to which they are exposed. Particular care should be taken to ensure that they can withstand the effects of ambient temperature, oil and fumes in the engine compartment.

5.5.6.2 The current strength in any of the wires of the electrical circuit should not exceed the permissible value for such wire, taking into account the method of its installation and the maximum ambient temperature.

5.5.6.3 Each electrical circuit supplying any item of equipment other than the starter, ignition circuit (in the case of positive ignition), spark plugs, engine stop device, charging circuit and battery ground circuit must have a fuse or circuit breaker. However, circuits supplying low-energy devices may be protected by a common fuse or circuit breaker, provided the current does not exceed 16 A. In the case of electronic devices, these circuits may be protected by protective devices built into the electronic components or systems. In this case, the manufacturer provides all relevant technical information testing laboratory(at her request), responsible for conducting the tests.

5.5.6.4 All wires must be reliably protected and firmly attached to prevent them from breaking, chafing or wear.

5.5.7 Rechargeable batteries

5.5.7.1 Batteries must be well secured and easily accessible.

5.5.7.2 The compartment in which the batteries are placed must be separated from the passenger compartment and the driver’s compartment and well ventilated with outside air.

5.5.8 Fire extinguishers and first aid kits

5.5.8.1 The vehicle must be equipped with one or more fire extinguishers, one of which must be located near the driver's seat.

5.5.8.2 Space must be provided for the installation of one or more first aid kits. The volume of the space provided must be at least 7 dm 3, and the minimum size must be at least 80 mm.

5.5.8.3 Fire extinguishers and first aid kits may be protected from unauthorized access (for example, by placing them in a locked compartment or under glass that may be broken), provided that their locations are clearly marked and that they can be easily removed. be removed in emergency situations.

5.5.9 Materials

The presence of any flammable materials within 10 cm of the exhaust pipe is permitted only if these materials are properly protected.

5.6 Exits

5.6.1 Number

5.6.1.1 Each vehicle must have at least two doors: one service and one spare or two service.

5.6.1.2 Service doors equipped with a servo-operated system are considered in this context as exits only if they can be easily opened manually after actuating, if necessary, the control prescribed in 5.6.5.1.

5.6.1.3 The minimum number of emergency exits must be such that the total number of exits and escape hatches is in accordance with Table 5.3.

Table 5.3

5.6.1.4 If the driver's compartment does not communicate with the interior of the vehicle, then it must have two exits, which should not be located on the same side: if one of these exits is a window, then it must comply with the requirements for emergency windows in 5.6 .3.1, 5.6.8.1 and 5.6.8.2.

5.6.1.5 A double service door counts as two doors, and a double window counts as two emergency windows.

5.6.2 Location of exits

5.6.2.1 The service door or doors must be located on the side of the vehicle closest to the curb* or at the rear of the vehicle.

* Regarding the applied UNECE Regulation No. 52 to take into account the needs of the national economy of the Russian Federation, the footnote with the words: “Depending on the country in which the vehicle is registered for operation” is excluded.

5.6.2.2 Exits must be located such that there is at least one exit on each side of the vehicle.

5.6.2.3 There must be at least one exit in the front and rear halves of the space intended for passengers.

5.6.2.4 If an emergency hatch is not provided in the roof, then at least one exit must be located in the rear or front wall of the vehicle.

5.6.2.5 If the space intended for the driver's seat and the passenger seats located next to the driver's seat is not connected to the main passenger compartment by means of an appropriate passage, then

5.6.2.5.1 the main compartment intended for passengers must have exits that meet the requirements of 5.6.1 in terms of their number and 5.6.2.1, 5.6.2.2 and 5.6.2.3 in terms of their location;

5.6.2.5.2 The driver's door may be considered as an emergency door for passengers in seats adjacent to the driver's seat, provided that the driver's seat, steering wheel, engine hood, gear lever, handbrake lever, etc. do not pose too much interference*. The service door provided for passengers must be located on the side of the vehicle opposite to that on which the driver's door is located and shall be considered as an emergency door for the driver;

* Testing laboratory an objective method for testing these conditions can be established.

5.6.2.5.3 Doors referred to in 5.6.2.5.2 are not subject to the requirements of 5.6.3, 5.7.1, 5.7.2, 5.7.7 and 5.10.1.

5.6.3 Minimum dimensions

5.6.3.1 For exits of various types, the minimum dimensions must be observed in accordance with those specified in Table 5.4, as well as in Figure 17 of Appendix 3.

Table 5.4

Output type	Meaning for vehicle class		Note
Service door:			The height of the service door entrance is measured along a vertical straight line passing through the vertical plane of the horizontal projection of the midpoint of the doorway and the upper surface of the lowest step
Entrance height, cm
Opening height, cm			The vertical height of the service door opening must be such that the double template specified in 6.7.1.1 can freely pass through the door. The height of the upper corners can be reduced by rounding them, the radius of which should not exceed 15 cm
Width, cm:			For Class B vehicles with a service door opening height of 140 - 150 cm, the minimum opening width for single doors must be 75 cm. For all vehicles, the service door width may be reduced by 10 cm if measurements are taken at the level of the handrails, and by 25 cm - if this is due to the presence of protrusions on wheel covers or automatic or remote door control mechanisms or the angle of the windshield
single door double door
Emergency door:			In cases where this is due to the presence of protrusions of the wheel covers, it is allowed to reduce the width to 30 cm, provided that at a height of at least 40 cm from the lowest part of the doorway, the width of the door is 55 cm. It is allowed to reduce the height in the upper corners due to roundings with a radius of not more than 15 cm
Height, cm Width, cm
Spare window:			A rectangle 50 cm high and 70 cm wide should fit into this hole*
area, cm 2
			An emergency window located at the rear of the vehicle, unless the manufacturer provides an emergency window of the minimum dimensions prescribed above	A rectangle 35 cm high and 155 cm wide must fit into the opening of the spare window. The corners of the rectangle can be rounded, the radius of curvature should not exceed 25 cm
Escape hatch:			A rectangle measuring 50? should fit into the hole. 70 cm
area, cm 2
* Regarding the applied UNECE Regulation No. 52 to take into account the needs of the national economy of the Russian Federation, the words are excluded: “However, for vehicles that have been issued an official approval for a period of one year from the entry into force of these Regulations, a 5% tolerance is given.”

5.6.3.2 A vehicle to which the requirements of 5.7.1.9 apply must comply with the requirements of 5.6.3.1 for emergency windows and escape hatches and the requirements of Table 5.5 for service and emergency doors.

Table 5.5

Output type	Value for vehicles of classes A and B	Note
Service door:		This size can be reduced by rounding the corners of the doorway, the radius of which should not exceed 15 cm
Height, cm
Width, cm:		This size can be reduced by rounding the corners of the doorway, the radius of which should not exceed 15 cm. The width can be reduced by 10 cm if measurements are taken at the level of the handrails, and by 25 cm if this is due to the presence of protrusions of wheel covers or automatic mechanisms. or remote control of doors or windshield angle
single door double door
Emergency door:		In cases where this is due to the presence of protrusions of the wheel covers, a reduction in width to 30 cm is allowed, provided that at a height of at least 40 cm from the lowest part of the doorway, the width of the door is 55 cm. It is allowed to reduce the height and width in the upper corners due to roundings with a radius of no more than 15 cm
Height, cm Width, cm

5.6.4 Technical requirements for all service doors

5.6.4.1 Each service door must be easy to open from inside and outside a parked vehicle (this condition is not mandatory for a moving vehicle). However, this requirement should not be construed to preclude the possibility of locking doors from the outside, provided that the doors can always be opened from the inside.

5.6.4.2 Each control or device used to open doors from the outside must be located at a height of no more than 180 cm from the ground level with the equipped vehicle standing on a level surface.

5.6.4.3 Each manually opened and closed single service door intended to be hinged or hinged shall be so hinged that it tends to close when it comes into contact in the open position with a stationary object while the vehicle is moving forward.

5.6.4.4 If a manually opened and closed service door is equipped with an English lock, then it must be a two-position type.

5.6.4.5 There shall be no device on the inside of the service door designed to cover the inside steps when the door is in the closed position.

5.6.4.6 If direct visibility is insufficient, optical or other devices must be installed to enable the driver from his seat to see passengers in the immediate vicinity inside and outside each service door, with the exception of automatic service doors.

5.6.4.7 Each door that opens into the interior of the vehicle must be designed in such a way that, during normal operation, it cannot cause harm to passengers. If necessary, appropriate protective devices must be installed.

5.6.4.8 If the service door is located in close proximity to the door of a toilet or other internal compartment, then it must be equipped with a device that prevents its unintentional opening. However, this condition does not apply if the service door is locked automatically when the vehicle is moving at a speed of more than 5 km/h.

5.6.4.9 It is necessary that the service doors located at the rear of the vehicle can be opened by no less than 85° and no more than 115° and, when open, are automatically held in this position. This does not exclude the possibility of exceeding the specified limits and opening the door to a greater angle where this does not create a hazard, for example to allow reversing to a high loading dock or to open doors to an angle of up to 270° to provide an unobstructed loading area behind the vehicle.

5.6.4.10 A service door, when open at any angle, shall not impede the use of any required exit or impede required access to it.

5.6.5 Additional technical requirements for power operated service doors

5.6.5.1 In emergency circumstances, each power-operated service door must, when the vehicle is parked (but not necessarily in motion), be opened from the inside and, when unlocked, from the outside by means of controls that, regardless of whether the power source is functioning or not:

5.6.5.1.1 operate independently of all other controls;

5.6.5.1.2 are placed on the door or at a distance of no more than 300 mm from it at a height of no more than 1600 mm above the first step if the controls are located inside;

5.6.5.1.3 can be easily seen and clearly distinguished when approaching the door and standing in front of the door;

5.6.5.1.4 can be activated by a passenger standing directly in front of the door;

5.6.5.1.5 open the door or ensure easy opening of the door manually;

5.6.5.1.6 may be protected by a device that can be easily removed or broken for the purpose of access to the emergency control; the driver must be notified by an audible or visual signal of the activation of the emergency control or the removal of its protective cover;

5.6.5.1.7 shall be so arranged that, once the door has been activated to open and return to its normal position, it does not close again until the driver operates the closing control when the door being opened and closed by the driver does not comply with the requirements of 5.6. .5.6.2.

5.6.5.2 Service doors may be equipped with a device that can be operated by the driver from the driver's seat to operate the emergency controls to lock the doors from the outside. In this case, the external emergency controls must be reactivated automatically either when the engine is started or before the vehicle reaches a speed of 20 km/h. After this, the external emergency controls should not be switched off automatically, i.e. without additional driver action.

5.6.5.3 Each service door opened and closed by the driver must be operated by the driver from his seat using controls (except pedals) that are clearly and clearly marked.

5.6.5.4 Each power-operated service door shall include a visual warning device which shall be clearly visible to the driver in the normal driving position under all ambient lighting conditions and which shall indicate that the door is not fully closed. The device shall give signals in cases where the rigid door elements occupy an intermediate state between the fully open position and the position where the distance between the door elements is 30 mm before the fully closed position. One signaling device can serve one or more doors. However, such a warning device may not be installed on a front service door that does not comply with the requirements of 5.6.5.6.2 and 5.6.5.6.3.

5.6.5.5 If the driver can control the controls used to open and close a power-operated service door, the controls must be arranged in such a way that the driver can reverse the movement of the door at any time when closing or opening it.

5.6.5.6 The design and control system of each power-operated service door must be such that a passenger cannot be injured when the door is closed or pinched.

5.6.5.6.1 Except in the case of a front service door, this requirement is considered to be satisfied if the two conditions in accordance with 5.6.5.6.2 and 5.6.5.6.3 are met.

5.6.5.6.2 The first condition is that if a resistance force not exceeding 150 N is applied to a closing door at any measurement point described in Annex 4, the door shall reopen fully automatically and, except in cases relating to automatic service door, remain open until the control that closes the door is activated. The resistance force may be measured in any manner satisfactory to the competent authority. The basic principles are set out in Appendix 4. The peak force may briefly exceed 150 N, but not more than 300 N. The reopening system can be tested using a test rod having a cross-section of 60 mm high, 30 mm wide, with a corner radius of 5 mm.

5.6.5.6.3 The second condition is that in cases where the doors pinch the passenger's wrist or fingers:

5.6.5.6.3.1 the door is automatically reopened fully and, except in the case of an automatic service door, left open until the closing control is activated or

5.6.5.6.3.2 The wrist or fingers can be released without risk of injury to the occupant by opening the door manually or by using the 300 mm long, 30 mm thick, 5 mm thick, base apex test rod referred to in 5.6.5.6.2. The surface of the rod should not be polished or oiled. If the door jams the rod, it must be easy to remove, or

5.6.5.6.3.3 the door must be in a position that allows free passage of a test rod having a cross-section of 60 mm in height, 20 mm in width and a corner radius of 5 mm. In this position, the doors should be open no more than 30 mm relative to the fully closed position.

5.6.5.6.4 For the front service door, requirement 5.6.5.6 is considered fulfilled if it:

5.6.5.6.4.1 meets the requirements of 5.6.5.6.2 and 5.6.5.6.3

5.6.5.6.4.2 or has soft edges, but not so soft that when the door is closed and the rod referred to in 5.6.5.6.2 is clamped, the rigid elements of the doors assume a fully closed position.

5.6.5.7 Where a power-operated service door is held in the closed position only by continuous power supply to the doors, a visual warning device shall be provided to inform the driver of any fault relating to the power supply.

5.6.5.8 If there is a device that prevents the start of movement, it should only operate at speeds less than 5 km/h and turn off at higher speeds.

5.6.5.9 An audible signal may sound to warn the driver if the vehicle is driven while the power-operated service door is not fully closed. This signal shall be given at speeds above 5 km/h for doors complying with the requirements of 5.6.5.6.3.3.

5.6.6 Additional technical requirements for automatic service doors

5.6.6.1 Activating opening controls

5.6.6.1.1 Except as provided in 5.6.5.1, the opening controls of each automatic service door shall only be operated and deactivated by the driver from his seat.

5.6.6.1.2 Switching on and off can be either direct, using a switch, or indirect, for example, by opening and closing the front service door.

5.6.6.1.3 Information about the activation of the driver's opening controls must be identified inside, and in cases where the door must be opened from the outside, also outside the vehicle; the indicator (for example, an illuminated button, an illuminated sign) must be located on the door to which it relates or in close proximity to it.

5.6.6.1.4 In the case of direct actuation by means of a switch, the functional state of the system shall be clearly indicated to the driver, for example by the position of the switch or by an indicator light or illumination of the switch. The switch must be specially marked and located in such a way that it cannot be confused with other controls.

5.6.6.2 Opening automatic service doors

5.6.6.2.1 Once the driver's opening controls are activated, passengers shall be able to open the door as follows:

5.6.6.2.1.1 from the inside, for example by pressing a button or passing through a light barrier, and

5.6.6.2.1.2 from the outside (unless the door is intended for use only as an exit and is marked as such), for example by pressing an illuminated button, illuminated sign button or similar device provided with appropriate instructions.

5.6.6.2.2 By pressing the buttons referred to in 5.6.6.2.1.1, a signal may be generated which is registered and initiates the opening of the door after the driver has activated the opening controls.

5.6.6.3 Closing automatic service doors

5.6.6.3.1 Once the automatic service door has opened, it shall close again automatically after a specified period of time. If a passenger enters or exits the vehicle during this period of time, a safety device (e.g. floor contact panel, light barrier, unidirectional passage) should increase the pause before the door closes.

5.6.6.3.2 If a passenger enters (exits) the vehicle(s) while the door is closing, the closing process shall be interrupted automatically and the door shall return to the open position. The return stroke may be provided by one of the devices mentioned in 5.6.6.3.1 or by any other device.

5.6.6.3.3 It is necessary that a door that has closed automatically in accordance with the provisions of 5.6.6.3.1 can be reopened by the passenger in accordance with the provisions of 5.6.6.2; the latter provision shall not apply if the driver has switched off the opening controls.

5.6.6.3.4 After the driver has switched off the opening controls of the automatic service door, the open doors must be closed in accordance with 5.6.6.3.1 - 5.6.6.3.3.

5.6.6.4 Stopping the automatic closing of doors for special uses, such as passengers with prams, disabled people, etc.

5.6.6.4.1 The driver must be able to stop the automatic closing of the doors by activating a special control. The passenger must also be able to directly stop the automatic closing of the doors by pressing a special button.

5.6.6.4.2 The driver shall be informed that automatic door closing has been suspended, for example by means of a visual warning device.

5.6.6.4.3 Cancellation of the automatic door closing stop must only be carried out by the driver.

5.6.6.4.4 The requirements of 5.6.6.3 shall apply to subsequent closing of the door.

5.6.7 Technical requirements for emergency doors

5.6.7.1 Emergency doors must be easy to open from the inside and outside when the vehicle is stationary. However, this requirement does not exclude the possibility of locking the door from the outside, provided that it can always be opened from the inside using a normal opening mechanism.

5.6.7.2 Emergency doors should not be equipped with a servo drive and should not be of the sliding type. If it is proven that a sliding type door can be opened after testing according to GOST R 41.12 without the use of any tools, it can be accepted as an emergency door.

5.6.7.3 The outer handle of the emergency doors of a loaded vehicle parked on a level surface must be at a height of no more than 180 cm above ground level.

5.6.7.4 Hinged emergency doors installed on the side of the vehicle must be hinged at the front and open outward. Door restraint straps, chains or other restrictive devices are permitted as long as they do not prevent the doors from opening freely through an angle of at least 100° and allow them to remain in that position. If sufficient means are available to ensure clear access to the emergency door passage, the requirement for a minimum angle of 100° does not apply.

5.6.7.5 If an emergency door is located in close proximity to a toilet or other internal compartment door, the emergency door shall be equipped with a means to prevent unintentional opening. However, this requirement shall not apply if the emergency door is locked in the closed position automatically when the vehicle is traveling at a speed of 5 km/h.

5.6.7.6 All emergency doors, the visibility of which from the driver’s seat is difficult, must be equipped with sound devices informing the driver that the doors are not tightly closed. The device must be activated by the movement of the door latch and not by the movement of the door itself.

5.6.8 Technical requirements for spare windows

5.6.8.1 Each hinged emergency window must open outward.

5.6.8.2 Each emergency window must:

5.6.8.2.1 or can be opened easily and quickly from inside and outside the vehicle by means of a device which is found to be satisfactory by the testing laboratory,

5.6.8.2.2 or have easily broken safety glass. The latter provision excludes the possibility of using laminated glass or glass made from plastic material.

5.6.8.3 Every emergency window that can be locked from the outside must be arranged in such a way that it can be opened at any time from inside the vehicle.

5.6.8.4 If the emergency window is hung horizontally with its top edge, a suitable device must be provided to support it in the open position. Emergency windows must open or tilt outwards.

5.6.8.5 The height of the lower edge of an emergency window installed in the side wall of a vehicle, measured from the floor level directly below the window, must be:

from 65 to 100 cm - for an extruded window;

» 50 » 100 cm - for a breakable window.

However, for a hinged emergency window, the height of the lower edge can be reduced to at least 50 cm, provided that the window opening at a height of up to 65 cm is equipped with a device that prevents the possibility of passengers falling out of the vehicle. If a window opening is equipped with such a device, the height of the opening above the device must be no less than the minimum height required for an emergency window.

5.6.8.6 Each hinged emergency window that is not clearly visible from the driver's seat shall be equipped with an audible warning device to inform the driver that the window is not fully closed. Such a device should not be activated by the movement of the window itself, but only by the lock.

5.6.9 Technical requirements for escape hatches

5.6.9.1 Each emergency hatch must open and close in such a way as not to impede free entry (exit) into (from) the vehicle. Escape hatches of the retractable type must function in such a way that any possibility of their unexpected opening is excluded.

5.6.9.2 Escape hatches must be easy to open or remove from both the inside and outside. However, this does not mean that this requirement excludes the possibility of locking the hatch for the purpose of ensuring the safety of the vehicle when the vehicle is unoccupied and provided that such escape hatch can be opened from the inside at any time using a normal opening or hatch release mechanism.

5.6.10 Technical requirements for retractable running boards

Retractable running boards, if fitted, must meet the following requirements:

5.6.10.1 if there is a mechanical drive, their activation must be synchronized with the activation of the corresponding service or emergency door;

5.6.10.2 when the door is closed, no part of the step should protrude more than 10 mm beyond the contours of adjacent areas of the body;

5.6.10.3 with the door open and the step extended, the surface area must comply with the requirements of 5.7.7.

5.6.10.4 in the presence of a mechanically driven step, the possibility of starting the vehicle using its own engine must be excluded if this step is in the extended position.

In the case of a manually operated step, an audible or visual signal must be provided to alert the driver that the step is not fully retracted;

5.6.10.5 the possibility of extending the step while the vehicle is moving must be excluded. If the device for operating a power-operated step does not operate, the step must be retracted and in the retracted position. However, such malfunction or damage to the step must not impair the operation of the door concerned;

5.6.10.6 if a passenger is standing on a power-driven retractable step, then the possibility of closing the corresponding door must be excluded. Compliance with this requirement is checked by placing a weight of 15 kg corresponding to the weight of the child in the center of the footrest. This requirement does not apply to a door that is directly in the driver's field of vision;

5.6.10.7 the movement of the step should in no case cause injury to both passengers and persons at the stop;

5.6.10.8 the front and rear corners of the footrests must have roundings with a radius of at least 5 mm; the edges of the footrest must have curves with a radius of at least 2.5 mm;

5.6.10.9 When the door is open, the step must be securely held in the extended position. When installing a load weighing 136 kg (for a single step) and 272 kg (for a double step) at the center of the step, the deflection of the step at any point should not exceed 10 mm.

5.6.11 Inscriptions

5.6.11.1 Each emergency exit must be marked with the words “Emergency Exit” outside and inside the vehicle.

5.6.11.2 Emergency control devices for service doors and all emergency exits inside and outside the vehicle must be marked with an appropriate sign or clear inscription.

5.6.11.3 All emergency exit control devices shall have clear instructions for their use on or near them.

5.6.11.4 The instructions provided for in 5.6.11.1 - 5.6.11.3 must be stated on Russian and can be duplicated in other languages.

5.7 Internal layout

5.7.1 Access to service doors(see Figure 1 of Appendix 3)

5.7.1.1 Through the free space inside the vehicle at the side wall in which the door is located, a template 2 cm thick, 40 cm wide and 70 cm high from the floor level must freely pass in a vertical position, above which another template having the following dimensions is located symmetrically :

Class A vehicles: width 55 cm and height 95 cm;

Class B vehicles: width 55 cm and height 70 cm;

the width of the upper template can be reduced at the top to 40 cm if a bevel is included that does not exceed 30° from the horizontal (see Figure 1 of Appendix 3).

The lower template should not extend beyond the projection of the upper template. Relative movement of both templates is allowed, provided that it is always carried out in the same direction.

This double template must be kept parallel to the doorway as it moves from the initial position in which the side of the template closest to the inside of the vehicle is tangential to the outer edge of the opening until it touches the first step; the template should then be positioned perpendicular to the likely direction of travel of the passenger using that entrance.

5.7.1.2 Alternatively, a 50 cm high trapezoidal section may be used to form a transition between the width of the upper and lower templates. In this case, the total height of the rectangular and trapezoidal sections should be 95 cm.

5.7.1.3 When the center line of this double template has passed a distance of 30 cm from the original position and the template touches the surface of the step, it should be held in this position.

5.7.1.4 The cylindrical template (see Annex 3, Figure 3) used to measure the free passage is then moved from the aisle in the likely direction of movement of the passenger exiting the vehicle until the center line of the cylindrical template reaches the vertical plane passing through the top edge of the top step, or when the plane tangent to the top of the cylindrical template touches the double template, whichever occurs first, and is held in that position (see Figure 17 of Appendix 3).

5.7.1.5 Between the cylindrical template in the position specified in 5.7.1.4 and the double template in the position specified in 5.7.1.3 there must be a free space, the upper and lower boundaries of which are shown in Figure 17 of Annex 3. This space shall allow the free passage of a vertical template, the shape and dimensions of which are similar to the central section of the cylinder (see 5.7.5.1) and the thickness does not exceed 2 cm. The template is moved from the position touching the cylinder to the point where its outer side touches the inside of the double template, and also the plane (or planes) passing through the upper edges of the steps, in the likely direction of movement of the passenger using this entrance (see Figure 17 of Appendix 3).

5.7.1.6 In the case of free passage, the cylindrical template shall not fall within an area extending 30 cm in front of the uncompressed cushion of any seat to the height of its top.

5.7.1.7 In the case of folding seats, the dimension according to 5.7.1.6 must necessarily be determined with the seat in working position.

5.7.1.8 However, a folding crew seat in its operating position may impede easy access to the service door if:

5.7.1.8.1 It is clearly stated both on the vehicle itself and in the annex to the test report (see Annex 2) that the seat is intended for crew members only;

5.7.1.8.2. when not in use, the seat is automatically folded, which is necessary to meet the requirements of paragraphs 5.7.1.1 or 5.7.1.2 - 5.7.1.5;

5.7.1.8.3 In accordance with 5.6.1.3, the door is not necessarily considered as an exit;

5.7.1.8.4. The seat is equipped with a retractable seat belt and

5.7.1.8.5. In the operating and folded position, no part of the seat protrudes beyond the vertical plane passing through the center of the surface of the driver's seat cushion when it is in its rearmost position and through the center of the outside rear-view mirror located on the opposite side vehicle.

5.7.1.9 The dimensions of the service door and emergency door specified in 5.6.3.1, as well as the requirements of paragraphs 5.7.1.1 - 5.7.1.7, 5.7.2.1 - 5.7.2.3, 5.7.5.1 and 5.7.8.5 do not apply to a class B vehicle , having a mass of no more than 3.5 tons and a capacity of up to 12 passenger seats inclusive, and from each seat there is free access to at least two doors.

5.7.1.10 A doorway and the passage through which passengers have access to it are considered free if:

5.7.1.10.1 when measured along the longitudinal axis of the vehicle, the presence of free space with a width of at least 22 cm at any point and at least 55 cm at any point at a height of more than 50 cm from the floor or steps is recorded (see Figure 19 of Appendix 3) ;

5.7.1.10.2 when measured perpendicular to the longitudinal axis of the vehicle, the presence of free space with a width of at least 30 cm at any point and at least 55 cm at any point at a height of more than 120 cm from the floor or steps or at least 30 cm is recorded from the ceiling (see Figure 20 of Appendix 3).

5.7.1.11 Passages and areas providing access must be covered with anti-slip material.

5.7.1.12 The maximum slope of the floor in the entrance passage should not exceed 5%.

5.7.2 Access to emergency doors(see Figure 2 of Appendix 3)

5.7.2.1 The free space between the passage and the emergency door opening must provide free passage for a vertical cylindrical template with a diameter of 30 cm and a height of 70 cm from the floor level; a second cylindrical template with a diameter of 55 cm is installed on this cylindrical template, and the total height of the cylindrical templates should be 140 cm.

5.7.2.2 The base of the first cylindrical template must be within the projection of the second cylindrical template.

5.7.2.3 If there are folding seats located along this passage, the free space for the passage of the cylindrical template must necessarily be determined with the seat in the open position.

5.7.2.4 In order for the driver's door to be accepted as an emergency exit for the main passenger compartment, it must:

5.7.2.4.1 or satisfy all requirements regarding the dimensions of the doorway and access to it,

5.7.2.4.2 or satisfy the requirements specified in 5.6.3.1 regarding the dimensions of the emergency doors, comply with the provisions of 5.6.2.5.2 and exclude any possibility of creating an obstacle between the driver's seat and his service door.

5.7.2.5 If there is a door located opposite the driver's door, the provisions of 5.7.2.4 apply to it, provided that there is another seat for a passenger next to the driver.

5.7.2.6 In the case of vehicles to which the provisions of 5.7.1.9 apply, access to the doors is determined in accordance with the specified paragraph.

5.7.3 Access to spare windows

5.7.3.1 It is necessary to provide for the possibility of moving the control template in the direction from the passage into the vehicle through each emergency window.

5.7.3.2 The direction of movement of the control template must correspond to the expected direction of movement of the passenger leaving the vehicle. The control template must be in a perpendicular position with respect to the direction of movement.

5.7.3.3 The control template should have the shape of a thin plate measuring 60? 40 cm with a corner radius of 20 cm. However, in the case where the emergency window is located at the rear of the vehicle, the control template can be 140? 35 cm with a corner radius of 17.5 cm.

5.7.4 Access to escape hatches

5.7.4.1 If escape hatches are fitted to a Class B vehicle, at least one escape hatch shall be located so that a four-sided frustum of 1600 mm height with a side angle of 20° touches part of the seat or equivalent support as shown in the figure. 5.1. The axis of the pyramid must be vertical, and its smallest cross-section must touch the opening of the emergency hatch. The supports may be foldable or sliding provided that they can be locked in their operating position. It is this provision that should be used for verification purposes.

Size in millimeters

Figure 5.1

5.7.4.2 If the thickness of the roof structure exceeds 150 mm, then the smallest section of the pyramid must touch the escape hatch opening at the level of the outer surface of the roof.

5.7.5 Passages(see Figure 3 of Appendix 3)

5.7.5.1 Passages in vehicles must be designed and constructed in such a way as to ensure the free passage of a control device consisting of two coaxial cylinders and an inverted truncated cone between them and having dimensions according to Table 5.6.

Table 5.6

		Value for vehicle class, cm
Bottom cylinder
Upper cylinder
Overall height
* The diameter of the upper cylinder can be reduced to 30 cm in the upper part if the cylinder ends with a chamfer that forms an angle with the horizontal plane that does not exceed 30° (see Figure 3 of Appendix 3). ** The height of the upper cylinder can be reduced by 10 cm in any part of the passage on the back side of the most forward plane of the following two: a transverse vertical plane located at a distance of 1.5 m in front of the center line of the rear axle (the front of two or more rear axles in the direction of travel of the vehicle in the case of vehicles with more than one rear axle), and a transverse vertical plane located along the rear edge of the outermost rear service door.

The control device may contact overhead belt rails, if present, and move them to the side.

5.7.5.1.1 On vehicles of Class A, the diameter of the lower cylinder may be reduced from 35 cm to 30 cm in any part of the passage behind the most forward plane of the following two: a transverse vertical plane located at a distance of 1.5 m in front of the center line of the rear axle (the front of two or more rear axles in the direction of travel of the vehicle in the case of vehicles having more than one rear axle), and a transverse vertical plane located along the rear edge of the outermost rear service door between the axles.

5.7.5.2 Steps may be installed in passages. The width of such steps must be no less than the width of the passage at the level of the top step.

5.7.5.3 The presence of folding seats for passengers in the aisle is not permitted.

5.7.5.4 In vehicles to which the requirements of 5.7.1.9 apply, the presence of a passage is not required if the access dimensions specified in this paragraph are observed.

5.7.6 Passage slope

5.7.6.1 The slope of the passage in the longitudinal direction should be no more than:

5.7.6.1.1 for a vehicle of class A: 8%;

5.7.6.1.2 for a class B vehicle: 12.5%.

5.7.6.2 The slope of the passage in the transverse direction is no more than 5% for vehicles of all classes.

5.7.7 steps(see Figure 4 of Appendix 3)

5.7.7.1 The maximum and minimum height and minimum depth of steps for passengers at service and emergency doors and inside the vehicle are shown in Figure 4 of Appendix 3.

5.7.7.2 For the purposes of this paragraph, the height of a step shall be measured at the center of its width. In addition, manufacturers should pay special attention to the issue of access to the vehicle for disabled people, which, in particular, concerns the height of the step, which should be minimal.

5.7.7.3 Any transition from a recessed passage to a seating area is not considered a step. However, the vertical distance from the surface of the passage to the surface of the space for seated passengers should not exceed 35 cm.

5.7.7.4 The height of the first step in relation to the ground is measured with the vehicle unladen, and the tires and their pressure must correspond to the parameters specified by the manufacturer for the maximum weight.

5.7.7.5 If there is more than one step, the depth of each of them may extend beyond the vertical projection of the next step by a distance of 10 cm, and the projection above the step below must leave a free space of at least 20 cm (see Figure 4 of Annex 3 ).

5.7.7.6 The area of ​​each step must be at least 800 cm2.

5.7.7.7 The maximum inclination of a step in any direction should not exceed 5%.

5.7.8 Passenger seats (including folding seats) and seating space

5.7.8.1 There must be a clear space above each seating position extending upward 90 cm from the highest point of the uncompressed seat cushion and not less than 135 cm from the floor on which the seated passenger's feet are located. In the case of vehicles to which the requirements of 5.7.1.9 apply, this dimension may be reduced to 120 cm.

5.7.8.1.1 The clear space specified in 5.7.8.1 shall be located over the entire horizontal area, as defined below:

5.7.8.1.1.1 a rectangular area 40 cm wide, located symmetrically with respect to the vertical middle section of the seat and having a length L, indicated in Figure 5 of Appendix 3, which shows the cross section of the seat with the middle vertical plane;

5.7.8.1.1.2 an area intended for the feet of a seated passenger and having the same width of 40 cm and depth of 30 cm.

5.7.8.1.2 However, this space (see 5.7.8.1.1) does not include, in its upper part adjacent to the side wall of the vehicle, a rectangular area 15 cm high and 10 cm wide (see Figure 6 of Annex 3).

5.7.8.1.3 The space located above the area referred to in 5.7.8.1.1.2 may include the following parts:

5.7.8.1.3.1 the back of another seat;

5.7.8.1.3.2 structural members if they protrude into a triangle-shaped area, one side of which is adjacent to the side wall of the vehicle, the apex is located at a height of 65 cm from the floor, and the base 10 cm wide is located at the top of this space (see . Figure 7 of Appendix 3);

5.7.8.1.3.3 a protrusion which is located in the lower part of the space in question adjacent to the side wall of the vehicle and whose cross-section does not exceed 200 cm 2 with a maximum width of 10 cm (see Figure 8 of Annex 3);

5.7.8.1.3.4 wheel guard, provided that one of the following conditions is met:

5.7.8.1.3.4.1 the wheel cover does not protrude beyond the vertical center line of the seat (see Annex 3, Figure 9), or

5.7.8.1.3.4.2 a 30 cm deep area intended to accommodate the seated passenger's legs extending forward no more than 20 cm from the edge of the cushion and no more than 60 cm from the front surface of the seat back (see Figure 10 of Annex 3) , and these measurements are carried out in the middle vertical plane of the seat.

5.7.8.1.3.5 The instrument panel may protrude no more than 10 cm in front of the first row seats if it is located at a height of more than 65 cm from the floor.

5.7.8.1.4 If there are two outboard seats at the rear, the rear edge of the space above the area referred to in 5.7.8.1.1.1 adjacent to the side wall of the vehicle may be in the form of a cylindrical segment with a radius of 15 cm (see Figure 11 of Annex 3 ).

5.7.8.1.5 For first row seats, the front upper edge of the space above the area defined in 5.7.8.1.1.2 may be replaced by a plane parallel to that edge, forming an angle of 45° with the horizontal plane and passing through the upper rear edge of this space .

5.7.8.1.6 Hinged windows in the open position and their fastenings.

5.7.8.2 Seat dimensions (see Figures 12 and 13 of Annex 3)

5.7.8.2.1 The minimum dimensions of each seating area are measured from a vertical plane passing through the center of that seat and must be in accordance with Table 5.7.

Table 5.7

5.7.8.2.2 In the case of seats installed against the side wall of the vehicle, the available space does not include at its top a triangular area, the base width of which is 2 cm and the height is 10 cm (see Figure 13 of Annex 3).

5.7.8.3 Cushions (see Figure 14 of Annex 3)

5.7.8.3.1 The height of the cushion in an uncompressed state relative to the floor level under the passenger’s feet should be such that the distance from the floor to the horizontal plane tangent to the front side of the upper surface of the cushion is 40 - 50 cm. However, above the wheel covers this height may be reduced to a maximum of 35 cm.

5.7.8.3.2 The depth of the seat cushion must be at least 35 cm.

5.7.8.4 Distance between seats (see Figure 15 of Annex 3)

5.7.8.4.1 Where seats face the same direction, there shall be a distance of not less than 65 cm, measured horizontally and at any height above the floor between the top surface of the seat cushion and a height of 62 cm above floor level.

5.7.8.4.2 These measurements shall be taken with the seat cushions and backrests uncompressed in a vertical plane passing through the center line of each individual seating position.

5.7.8.4.3 If the seats are facing each other, there must be a distance of at least 130 cm between the front surfaces of the backrests of the facing seats, measured through the highest points of the cushions.

5.7.8.5 Space for seated passengers (see Figure 16 of Annex 3)

5.7.8.5.1 A minimum clear space shall be provided in front of each passenger seat as shown in Annex 3, Figure 16. Part of this space may be occupied by the back of the seat in front or by a partition whose contour approximates the contour of the reclined seat back as provided in 5.7.8.4 . The presence of seat legs in this space may also be permitted provided that sufficient space is left for the passengers' feet.

5.7.8.5.2 However, in the part of the bus most suitable for boarding, there shall be at least two forward-facing or rear-facing seats specifically designed and marked for disabled passengers. These seats for the disabled must be designed to provide adequate space, have conveniently designed and positioned handrails to allow easy entry and exit from the seat and to provide communication between the seated passenger and the driver when necessary.

5.8 Artificial indoor lighting

5.8.1 Internal electric light sources must be provided to illuminate:

5.8.1.1 passenger compartment;

5.8.1.2 any step or steps;

5.8.1.3 access to any exit;

5.8.1.4 internal designations and internal controls for all outputs;

5.8.1.5 any place where there may be any obstacles.

5.9 Rigid and strap handrails

5.9.1 General requirements

5.9.1.1 Rigid and strap handrails must be of adequate strength.

5.9.1.2 They must be designed and installed in such a way as to prevent injury to passengers.

5.9.1.3 The cross-section of rigid and strap handrails must be such that the passenger can easily grab onto them and hold on tightly. The length of any rigid handrail must be at least 10 cm so that a hand can fit on it. Any size of this section must be not less than 2 cm and not more than 4.5 cm, with the exception of handrails that are installed at doors and seats and in the aisles of Class B vehicles. In these cases, handrails with a minimum size of 1.5 cm are permitted, provided that that the other size will be at least 2.5 cm.

5.9.1.4 The clear space between the handrail and an adjacent part of the ceiling or walls of the vehicle shall be not less than 4 cm. However, in the case of a door handrail or handrail at the seat or in the aisle of a Class B vehicle, a minimum clear space of 3.5 cm is permitted.

5.9.1.5 The surface of each rigid handrail, belt handrail or post shall have a contrasting color and be non-slip.

5.9.2 Rigid and strap handrails for Class A vehicles

5.9.2.1 In accordance with 5.2.2, rigid and/or strap handrails must be provided in sufficient numbers for each area of ​​the floor intended for standing passengers. This requirement is considered fulfilled if, for all possible positions of the test device shown in Figure 18 of Annex 3, its movable “arm” reaches at least two rigid and/or belt handrails. For this purpose, belt loops, if fitted, may be considered as belt handrails if they are properly secured to their attachment point. The testing device can be freely rotated around its vertical axis.

5.9.2.2 When applying the procedure described in 5.9.2.1, only those rigid and/or strap handrails that are located at a height of at least 80 cm and not more than 190 cm above floor level are taken into account.

5.9.2.3 For each standing occupant location, at least one of the two required rigid and/or strap handrails must be located no more than 150 cm above the floor level at that location. Exceptions may be allowed in the middle of large platforms, but in total the deviations should not exceed 20% of the total area of ​​the space allocated for standing passengers.

5.9.2.4 In the passenger standing area, which is not separated by seats from the side or rear walls of the vehicle, horizontal rigid handrails must be provided, installed parallel to the walls at a height of 80 - 150 cm from the floor.

5.9.3 Rigid and strap handrails at service doors

5.9.3.1 To facilitate entry and exit, doorways must be equipped with handrails on both sides. For double doors, this requirement may be satisfied by installing a center post or handrail.

5.9.3.2 The design of the rigid and/or strap handrail at the service doors must be such that it can be held by a person standing on the ground next to the service door or on each of the steps that lead into the vehicle. The gripping points must be located vertically at a height of 80 - 110 cm from the surface of the ground or from the surface of each step, and in the horizontal direction:

5.9.3.2.1 for a person standing on the ground, they should not protrude inward by more than 40 cm in relation to the outer edge of the first step;

5.9.3.2.2 for a person standing on any step, they shall not protrude further outward than the outer edge of that step; they must also not protrude into the vehicle by more than 60 cm in relation to the inner corner of the step.

5.9.4 Rigid and strap handrails for the disabled

5.9.4.1 Rigid and strap handrails between the service door and the seats specified in 5.7.8.5.2 must be adapted to take into account the special needs of disabled persons.

5.10 Fencing of staircases

5.10.1 In cases where a passenger sitting in any seat could be thrown forward into a step opening as a result of sudden braking, an appropriate guard or seat belt must be provided. If a fence is provided, its minimum height above the floor level on which passengers' feet are located must be 80 cm; These guards must extend into the interior of the vehicle from the side of the vehicle to a distance of at least 10 cm beyond the longitudinal center line of any seat in which the occupant is at risk or up to the rise of the highest step, whichever is less.

5.11 Luggage racks, if equipped, and driver protection

5.11.1 The driver must be protected from objects that could fall from the luggage racks in the event of sudden braking.

5.12 Manhole covers, if installed

5.12.1 The cover of each hatch in the floor of the vehicle must be installed and secured in such a way as to prevent it from being moved or opened without the use of tools or keys. Any lifting or fastening devices must not protrude more than 8 mm above the floor level. The edges of the protrusions should be rounded.

5.13 Rear lights

5.13.1 All vehicles with a service door located on the rear wall must be equipped with rear lights, the installation of which must comply with GOST R 41.48.

6 Changing vehicle type

6.1 Testing laboratory based on information about changes in the type of vehicle provided by the manufacturer, may:

6.1.1 or conclude that the changes made do not have a significant adverse effect and the vehicle continues to comply with the requirements of this standard;

6.1.2 or conclude that additional tests are necessary.

Annex 1

List of main characteristics included in the technical description of vehicles submitted for testing

(These requirements are additional to the requirements of UNECE Regulation No. 52 and are given to take into account the needs of the national economy of the Russian Federation)

0.1 Brand (trade name of the manufacturer) ______________________________ 0.2 Type _________________________________________________________________ 0.2.0.1 Chassis ________________________________________________________________ 0.2.0.2 Body/complete vehicle ______________________________ 0.2.1 Commercial name (if available) ___________________________________ 0.3 Means of type identification, if marked on the vehicle 1) _____________________________________________________ 1) If the type identification means contains symbols that are not required to identify the vehicle, component or individual technical unit covered by this information document, then such symbols must be represented in the documentation by a “?” (for example ABC??123??...). 0.3.0.1 Chassis ____________________________________________________________ 0.3.0.2 Body/complete vehicle _____________________________ 0.3.1 Location of these symbols _____________________________________________ 0.3.1.1 Chassis ________________________________________________________________ 0.3.1.2 Body/complete vehicle ______________________________ 2) Classification according to the definitions given in GOST R 52051. 0.5 Name and address of the manufacturer _____________________________________ 0.8 Address(es) of assembly plants _____________________________________________ 1 GENERAL DESIGN CHARACTERISTICS OF THE VEHICLE 1.1 Photographs and/or drawings of a representative vehicle ________ 1.2 General view drawing indicating overall dimensions ______________________ 1.3 Number of axles and wheels _____________________________________________________ 1.3.1 Number and arrangement of axles with dual wheels ______________________ ________________________________________________________________________ 1.4 Chassis (if equipped) - general drawing _____________________________________ 1.5 Material used for frame side members 3) ___________________________ 3) Specify: Brand of material; Tensile strength; Elongation (%); Brinell hardness. 1.6 Engine location ______________________________________________ 1.7 Driver's cab (cab above the engine or hood) 4) ____________________ ________________________________________________________________________ 4) "Cab over engine" means an arrangement in which more than half the length of the engine is aft of the base of the windshield and the steering wheel is in the forward quarter. 2 WEIGHTS AND DIMENSIONS (kg, mm) - where appropriate, with reference to drawings 2.1 Wheelbase(s) (at full load) ______________________________ 2.4 Range of vehicle dimensions ____________________ ________________________________________________________________________ 2.4.1 For chassis without body ________________________________________________ 2.4.1.1 Length _________________________________________________________________ 2.4.1.2 Width __________________________________________________________ 2.4.1.2.1 Maximum width _____________________________________________________ 2.4.1.3 Height (unladen) - for suspensions with variable height, indicate the normal driving position _____________________________________ 2.4.2 For chassis with body ________________________________________________ 2.4.2.1 Length ________________________________________________________________ 2.4.2.2 Width __________________________________________________________ 2.4.2.3 Height (in running order) - for suspensions with variable height, indicate the normal driving position _____________________________________ 2.4.2.9 Coordinates of the center of gravity of the vehicle with the maximum permissible mass _________________________________________________________ 2.6 The weight of the vehicle with the body, including the coupling device in the case of a tractor other than category M 1 in running order, or the weight of the chassis/chassis with cab without the body and/or coupling device if the manufacturer does not install the body and/or coupling device (including fluids, tools, spare tire, weight of the driver and the weight of the accompanying person (75 kg) with an accompanying seat in the cabin)* (maximum and minimum values ​​​​for each modification) _____________________________________________________ * The driver’s weight is assumed to be 75 kg (including 68 kg of a person’s weight and 7 kg of personal belongings), the fuel tank is considered to be 90% full, and other containers containing liquids (except used water) are considered to be 100% full of the capacity determined manufacturer. 2.6.1 Distribution of this mass between the axles and, in the case of a semi-trailer or single-axle trailer, the load on the coupling device (maximum and minimum values ​​for each modification) ___________________________________________ 2.8 Technically permissible loaded vehicle weight specified by the manufacturer (maximum and minimum values ​​for each modification) ____ 2.8.1 Distribution of this mass between the axles and, in the case of a semi-trailer or single-axle trailer, the load on the coupling device (maximum and minimum values ​​for each modification) ___________________________________________ 2.9 Maximum technically permissible load on each axle _______________ ________________________________________________________________________ 9.1 Body type _________________________________________________________________ 9.2 Materials used and manufacturing method ___________________________ 13 SPECIAL REGULATIONS FOR VEHICLES CARRYING PASSENGERS AND HAVING MORE THAN EIGHT SEATS IN ADDITION TO THE DRIVER 13.1 Vehicle class __________________________________________ 13.2 Passenger area (m2) __________________________________________ 13.2.1 Total (S 0) _____________________________________________________ 13.2.4 For standing passengers (S 1) __________________________________________ 13.3 Number of seats for passengers (sitting and standing) _________________________ 13.3.1 Total (N) _______________________________________________________ 13.4 Number of seats for seated passengers _____________________________________ 13.4.1 Total (P s) _______________________________________________________ 13.5 Number of service doors ________________________________________________ 13.6 Number of emergency exits (doors, windows, roof hatches, steps between the first and second floors, etc.) 13.6.1 Total _________________________________________________________ 13.7 Luggage space volume (m 3) _______________________________________ 13.8 Area for luggage carried on the roof (m2) _________________________ 13.9 Technical devices that facilitate entry into vehicles (steps, rising platforms, adjustable suspension), if equipped ______ __________________________________________________________________________ 13.10 Body strength ___________________________________________________ 13.10.1 Detailed description of the body type of the vehicle, including its dimensions, configuration, its constituent materials and its attachment to any type of chassis frame ________________________________________________________________ 13.10.2 Drawings of the vehicle and those parts of its interior that have an impact on the strength of the body or living space _____________________ __________________________________________________________________________ 13.10.3 Location of the center of gravity of the vehicle in running order in the vertical, horizontal and transverse directions ____________ ________________________________________________________________________ 13.10.4 Maximum distance between the centers of the seats closest to the outer dimensions ____________________________________________________________

Appendix 2

(required)

Form of annex to the test report of a type of large-capacity vehicle in relation to the general design based on GOST R 41.52

APPLICATION
to the type test report for a high-capacity vehicle in relation to the general design based on GOST R 41.52-2005

1 Brand ________________________________________________________________ 2 Type __________________________________________________________________ 3 Maximum vehicle weight during testing, kg: To the front axle ______________________________________________________________ To the rear axle ______________________________________________________________ Total ( MT) ____________________________________________________________ 4 Curb weight of the vehicle ( MV), kg 5 Transportation of baggage or cargo: The total volume of luggage or cargo compartments ( V), m 3 ______________________ _______________________________________________________________________ Total weight of luggage or cargo that can be transported in these compartments (B), kg ________________________________________________________________________ Transportation on the roof: provided/not provided* * Cross out what is unnecessary. total roof area intended for the carriage of luggage or cargo ( VX), m 2 _________________________________________________________________________ total weight of luggage or cargo allowed for transportation on the roof area allocated for this purpose (VH), kg _____________________________________________________ 6 Area intended for passengers, m2: General (S 0) ______________________________________________________________ Incl. for standing passengers (S 1) ________________________________________ 7 Number of sitting and standing places in accordance with 5.3.2 of this standard: Total(N = P s + P st) _______________________________________________________ Sedentary (P s) _________________________________________________________________ Standing (P st) __________________________________________________________ 8 Weight in accordance with 5.3.3 of this standard, kg: General vehicle _____________________________________________________ Attached to the first axis _____________________________________________ Located on the second axis _____________________________________________________ Attributable to the third axis (if available) ________________________________

Appendix 3

(required)

Explanatory diagrams

Dimensions in centimeters

Figure 1 - Access to service doors (see 5.7.1)

Dimensions in centimeters

Figure 2 - Access to emergency doors (see 5.7.2)

Dimensions in centimeters

Dimensions in centimeters

Figure 3 - Passages (see 5.7.5)

Dimensions in centimeters

Dimensions in centimeters

Figure 4 - Steps at the service doors (see 5.7.7)

Dimensions in centimeters

Figure 5 - Length of the area provided for the seat (see 5.7.8.1.1.1)

Figure 6 - Permissible protrusion of the structure into the area above the seat. Cross-section of the minimum free space above a seat located near the side wall of the vehicle (see 5.7.8.1.2)

Dimensions in centimeters

Figure 9 - Acceptable location of the wheel housing without protruding beyond the vertical center line of the side seat (see 5.7.8.1.3.4)

Dimensions in centimeters

Figure 10 - Acceptable location of the wheel housing protruding beyond the vertical center line of the outboard seat (see 5.7.8.1.3.4)

Figure 11 - Permissible protrusion of the structure into the area of ​​the rear side seats. Plan view of the seating area (two rear outboard seats) (see 5.7.8.1.4)

Dimensions in centimeters

Dimensions in centimeters

Figure 12 - Dimensions of seats for passengers (see 5.7.8.2)

Dimensions in centimeters

Figure 13 - Permissible protrusion of the structure inward at shoulder level. Cross-section of the minimum free space at shoulder height for a seat located near the side wall of the vehicle (see 5.7.8.2.2)

Dimensions in centimeters

* 35 cm - above the wheel covers.

Figure 14 - Seat cushion depth (see 5.7.8.3)

Dimensions in centimeters

Figure 15 - Distance between seats (see 5.7.8.4)

Dimensions in centimeters

Figure 16 - Space for seated passengers (see 5.7.8.5)

Dimensions in centimeters

1 - cylindrical template; 2 - template; 3 - double pattern

Figure 17 - Service door (see 5.7.1.4)

Dimensions in centimeters

Figure 18 - Test device for determining the location of rigid and strap handrails (see 5.9.2.1)

Dimensions in centimeters

Figure 19 - Determination of free access to the door (see 5.7.1.10.1)

Dimensions in centimeters

Figure 20 - Determination of free access to the door (see 5.7.1.10.2)

Appendix 4

(required)

(see 5.6.5.6.2)

Principles for measuring the clamping force of power operated doors

1 General provisions

Closing a power door is a dynamic process. When a moving door collides with an obstacle, a dynamic reaction occurs, the characteristics of which (in time) depend on a number of factors (for example, door mass, acceleration, dimensions).

2 Definitions

2.1 Closing force F(t) is a function of time and is measured at the converging edges of the door (see 3.2).

2.2 Peak force F s is the maximum value of the closing force.

2.3 The effective force F E , which is the average value of the ratio of closing force and pulse duration, is calculated by the formula

(1)

2.4 Pulse duration T means the difference between the time t 1 And t 2,

Where t 1 - sensitivity threshold time, if the closing force is more than 50 N;

t 2 - decrease threshold time, if the closing force is less than 50 N.

2.5 The relationship between the above parameters is shown in Figure 1 (as an example).

Picture 1

2.6 The clamping force F c is the arithmetic mean value of the acting forces, repeatedly and sequentially measured at the same point, calculated by the formula

(2)

3 Measurements

3.1 Measurement conditions:

3.1.1 Temperature from 10 °C to 30 °C.

3.1.2 The vehicle under test must be located on a horizontal surface.

3.2 Measurements are carried out at the following points:

3.2.1 At the main converging edges of the door:

in the middle of the door;

at a distance of 150 mm from the bottom edge of the door.

3.2.2 If doors are equipped with anti-impact devices for the opening process, on the secondary converging edges of the door at a point considered to be the most dangerous pinch point.

3.3 At each point to determine the clamping force F c in accordance with 2.6, at least three measurements are carried out.

3.4 The magnitude of the clamping force is recorded using a low-pass filter with a cutoff frequency of 100 Hz. To limit the pulse duration, sensitivity thresholds ( t 1) and decreasing ( t 2) set to a value of 50 N.

3.5 The deviation of readings from the calculated value should not exceed ± 3%.

4 Measuring device

4.1 The measuring device consists of two parts: a handle and an element representing a load chamber (see Figure 2).

4.2 The load chamber has the following characteristics:

4.2.1 The chamber consists of two sliding bushings with an outer diameter of 100 mm and a width of 115 mm. A pressure spring is installed inside the chamber between two bushings so that when appropriate force is applied, the chamber is compressed.

4.2.2 The strength of the chamber is (10 ± 0.2) N/mm. The maximum spring deflection is no more than 30 mm, which allows you to achieve a maximum peak force of 300 N.

Dimensions in millimeters

Figure 2

Appendix 5

(required)

Original text of the authentic translation of the application 1 applied UNECE Regulation No. 52

(Technical deviations were introduced to take into account the peculiarities of testing in the Russian Federation)

MESSAGE

[Maximum format: A4 (210 ? 297 mm)],

	Directed: _______________________________________________________ name of the administrative body concerning: 2) GRANTING OF APPROVAL, EXTENSION OF APPROVAL, REFUSAL OF APPROVAL, CANCELLATION OF APPROVAL
	APPROVAL, FINAL TERMINATION OF PRODUCTION
1) Distinguishing number of the country which has granted/extended/withdrawn approval or refused approval (see the approval provisions of this Regulation). type of vehicle class A/class B 2) in relation to its general design on the basis of this UNECE Regulation No. 52 2) Cross out what is unnecessary. Official approval No. _________ Distribution No. ___________________ 1 Manufacturer's or trade mark of the motor vehicle __________ 2 Vehicle type _____________________________________________ 3 Name and address of the enterprise applying for approval _______________________________________________________________ 4 If necessary, the name and address of the representative of the enterprise that made the application for approval ________________________________ 5 Brief description of the type of vehicle in relation to its design, dimensions, shape and materials _______________________________________________ 6 Maximum technical weight of the vehicle during testing: 6.1 front axle load _____________________________________________________ kg 6.2 rear axle load ________________________________________________ kg 6.3 total mass ( MT) _____________________________________________________ kg 7 Unladen weight ( MV): _________________________________________________ kg 8. Transportation of baggage or cargo: 8.1 total volume of luggage or cargo compartments (V) _____________________ m 3 8.2 total weight of baggage or cargo that can be carried in these compartments (IN) _________________ kg 8.3 transportation of luggage or cargo on the roof of a vehicle: provided/not provided 1) 1) Cross out what is unnecessary. 8.3.1 total roof area available for the carriage of luggage or cargo (VX) _______________________________ m2 8.3.2 total weight of luggage or cargo that can be transported in this area (VH) ______________________________ kg 9. Area intended for passengers: 9.1 total area (S 0) _________________________________________________ m 2 9.2 area intended for standing passengers ( S 1 ) ____________________ m 2 10 Calculated values: 10.1 number of seats and places for standing passengers in accordance with paragraph 5.3.2 of these Rules: 10.1.1 total (N = P s + P st) __________________________________________________ 10.1.2 Seating (P s): ________________________________________________ 10.1.3 Seats for standing passengers (P st): ____________________________________ 11 Mass values ​​in accordance with 5.3.3 of these Rules: 11.1 total vehicle weight: _____________ _____ ______________ kg 11.2 mass on the first axle: _____ ____________________ ________ kg 11.3 weight on the second axle: __________ ________________________ kg 11.4 weight on the third axle (if any): _______________ kg 12 Vehicle submitted for approval (date) ________________________________________________________________________ 13 Technical service authorized to carry out approval tests _______________________________________________________________ 14 Date of the protocol issued by this service ___________________________________ 15 Number of the protocol issued by this service _________________________________ 16 Approval granted/approval refused/approval extended/approval withdrawn 1) ________________________________________________________________ 1) Cross out what is unnecessary 17 Place of affixing of the approval mark on the vehicle _________________________________________________________________________ 18 Place ________________________________________________________________ 19 Date _________________________________________________________________ 20 Signature ______________________________________________________________ 21 Attached to this communication is a list of documents deposited with the administrative service which granted approval and which are available upon request: ___________________________________________

Appendix 6

(informative)

Original text of the authentic translation of Annex 2 of the applied UNECE Regulation No. 52

(The appendix is ​​excluded due to the peculiarities of testing in the Russian Federation)

Schemes of approval marks

Sample A

(See 4.4 of these Rules)

The above approval mark affixed to a vehicle indicates that this vehicle type has been approved in the Netherlands (E4) for class B with regard to its general design, pursuant to UNECE Regulation No. 52 under approval number 01 1424. The first two digits approval numbers indicate that approval has been granted in accordance with the requirements of UNECE Regulation No. 52 as amended by the 01 series of amendments.

Sample B

(See 4.5 of these Rules)

The above approval mark affixed to a vehicle indicates that this vehicle type is approved in the Netherlands (E4) for class B pursuant to UNECE Regulation No. 52 and UNECE Regulation No. 10 1). The approval numbers indicate that, at the time the respective approvals were granted, UNECE Regulation No. 52 as well as UNECE Regulation No. 10 included the 01 series of amendments.

1) The last number is given as an example.

Appendix 7

(informative)

Original text of the authentic translation of sections 7 - 11 of the applied UNECE Regulation No. 52

7 Manufacturing Compliance

7.1. Every vehicle bearing an approval mark under this Regulation must conform to the approved vehicle type.

7.2. To verify compliance with the requirements of 7.1., a sufficient number of random control checks shall be carried out on series-produced vehicles bearing the approval mark under this Regulation.

8 Sanctions imposed for non-conformity of production

8.1. The approval of a vehicle type granted under this Regulation may be withdrawn if the requirement laid down in paragraph 7.1 is not met or if the vehicle fails to pass the test required in section 7.

8.2 If any Party to the Agreement applying this Regulation withdraws an approval it has previously granted, it shall immediately notify the other Parties to the Agreement applying this Regulation by means of a communication card conforming to the model given in Annex 1.

9 Final cessation of production

If the holder of the approval completely ceases to manufacture a type of vehicle approved in accordance with this Regulation, he shall so inform the competent authority which granted the approval. After receiving this message, the competent authority informs the other Parties to the Agreement applying these Rules by means of a message card corresponding to the model given in Annex 1.

10 Transitional provisions

10.1. As from the official date of entry into force of the 01 series of amendments to this Regulation, no Contracting Party applying this Regulation may refuse approval under this Regulation as incorporated by the 01 series of amendments.

10.2. After the expiration of three years from the official date of entry into force referred to in paragraph 10.1., Contracting Parties applying this Regulation shall grant approvals only if the vehicle type complies with the requirements of this Regulation as incorporated by the 01 series of amendments.

10.3. After the expiration of six years from the official date of entry into force specified in 10.1., Contracting Parties applying this Regulation may refuse to recognize approvals which are not in conformity with the 01 series of amendments to this Regulation.

11 Names and addresses of technical services responsible for carrying out approval tests and administrative authorities

The Parties to the Agreement applying this Regulation shall communicate to the United Nations Secretariat the names and addresses of the technical services responsible for conducting approval tests and of the administrative departments to which forms certifying approval or extension or refusal of approval, issued in other countries, are to be sent. or withdrawal of approval.

Keywords: vehicles of categories M 2 and M 3, transportation of passengers, design, small capacity

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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 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 large length and load-carrying capacity”

These Rules apply to rear markings for:

• articulated vehicles of classes II and III categories 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 identification plates for slow-moving (by design) vehicles and their trailers”

These Rules apply to rear identification plates for vehicles of categories M, N, O and T, as well as for mobile equipment that, due to their design, cannot move at a speed above 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”

These Regulations apply to vehicles of categories M and N and their trailers (category O) with regard to the installation of lighting and light signaling devices.

www.reflector.ru

National standard of the Russian Federation GOST R 41.13-2007 (UNECE Rules No. 13) “Uniform regulations concerning vehicles of categories M, N and O regarding 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 braking provisions for vehicles of categories M, N and O"
(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 О with regard to braking

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

This standard gives effect to UNECE Regulation No. 13 as amended by the 10 series of amendments.

1 area of ​​use

1.1 This standard establishes requirements for braking of 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 for trailers that are prohibited from being connected to mechanical vehicles whose design speed exceeds 25 km/h;

1.2.3 on vehicles equipped to be driven by people with disabilities;

1.2.4 for 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 commercial vehicles and their trailers

GOST R 41.64-99 (UNECE Regulation No. 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 indicating types of brake fluids

Note - When using this standard, it is advisable to check the validity of the reference standards in the public information system - on the official website of the Federal Agency for Technical Regulation and Metrology on the Internet or using the annually published information index “National Standards”, which was published as of January 1 of the current year , and according to the corresponding monthly information indexes published in the current year. If the reference standard is replaced (changed), then when using this standard you should be guided by the replacing (changed) standard. If the reference standard is canceled without replacement, then the provision in which a reference is made to it is applied in the part that does not affect this reference.

2 Terms and definitions

The following terms with corresponding definitions are used in this standard:

2.1 vehicle

2.1.1 mechanical vehicle (power-driven vehicle): Any self-propelled vehicle of categories M and N in accordance with the classification established by GOST R 52051.

2.1.2 trailer: Non-self-propelled vehicle of category O in accordance with the classification established by GOST R 52051, designed and intended for towing by a power-driven vehicle.

2.1.2.1 full trailer: A trailer having at least two axles and equipped with a towing device that can move vertically in relation to the trailer and serves to turn the front axle(s) but does not transfer any significant load on the towing vehicle.

2.1.2.2 semi-trailer: A trailer whose axle(s) are located behind the center of mass of the trailer (when evenly loaded) and which is equipped with a coupling device that allows horizontal and vertical loads to be transferred to the towing vehicle.

2.1.2.3 center-axle trailer: A trailer equipped with a towing device that cannot move vertically (relative to the trailer) and whose axle(s) are located near the center of mass of the trailer (when loaded evenly) ) so that only a minor static vertical load is transferred to the towing vehicle, not exceeding either 10% of the relevant maximum trailer mass or 10 kN (whichever is less).

2.2 vehicle type: Vehicles that do not differ significantly from each other with respect to the following characteristics:

2.2.1 in the case of motor vehicles:

2.2.1.2 maximum mass (as defined in 2.17);

2.2.1.3 weight distribution along the axes;

2.2.1.4 maximum design speed;

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

2.2.1.6 number, location and design of axles;

2.2.1.7 engine type;

2.2.1.8 number of gears and gear ratio values;

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 weight distribution along the axes;

2.2.2.4 types of braking devices;

2.2.2.5 number and location and design of axles;

2.2.2.6 tire sizes.

2.3 braking system: A set of parts - a control, a brake actuator and the brake itself, designed to gradually slow down or stop a moving vehicle, or to hold it stationary after stopping.

Note - The listed functions of the braking system are defined in 5.1.2.

2.4 control: That part of the braking system which is directly acted upon by the driver (or, in the case of a trailer of similar design, by an accompanying person) to supply or control the energy required for braking to the brake actuator.

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

2.4.1 activation: Impact on a control element or cessation of impact.

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 drive can be mechanical, hydraulic, electric or hybrid. If braking is carried out wholly or partly by an energy source independent of the driver, the energy accumulator in the system is also part of the brake drive.

2 The brake drive consists of two parts - a control drive and an energy transmitter. Where the term “brake actuator” is used without qualification in this standard, it includes both the control actuator and the power transmitter. The control and supply lines between the towing vehicle and the trailer should not be considered as parts of the brake drive.

2.5.1 control transmission: A set of brake drive elements that control the operation of the brakes, including the execution of the control function, including the necessary energy accumulator(s).

2.5.2 energy transmission: A set of elements that supply the brakes with the energy necessary for their operation, including the energy accumulator(s) necessary for the operation of the brakes.

2.6 brake: A device in which forces arise that impede the movement of the vehicle.

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

2.7 different types of braking system: Systems that differ from each other in such significant ways as:

2.7.1 characteristics of brake system elements;

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 assembled brake systems.

2.8 component of braking system: One of the parts, the totality of which, after assembly, forms the braking system.

2.9 continuous braking: Braking of a combination of vehicles (road train) carried out by a braking system having the following features:

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

2.9.2. one source from which comes the energy intended to brake the vehicles forming the combination, 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: Braking of a combination of vehicles (road train) carried out by a braking system having the following features:

2.10.1 a single control that 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 driver’s muscular energy) intended for braking the vehicles forming 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 separation of vehicles forming a combination, including the rupture of 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 that uses the force generated when the trailer approaches the towing vehicle.

2.13 progressive and graduated braking: Braking in which, within the normal range of operating conditions of the equipment during the application of the brakes (see 2.4.1):

2.13.1 the driver can at any time increase or decrease the braking force by appropriately acting on the control;

2.13.2 the braking force changes in proportion to the impact on the control in such a way that when the impact 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: A braking method that can be applied when two or more braking sources are activated by one control, and these sources are activated one after the other as the control is moved.

2.15 endurance braking system: An additional braking system capable of implementing and maintaining braking for a long time without significantly reducing its effectiveness.

NOTE The term “long-acting braking system” covers the entire system including the control actuator.

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

2.15.2 Types of long-term braking systems depending on the characteristics of their controls:

2.15.2.1 independent endurance braking system: A long-lasting braking system that has a separate control that is not connected to the controls of other braking systems.

2.15.2.2 integrated endurance braking system: A long-duration braking system whose control is integrated with the service brake control so that both brake systems are actuated simultaneously or in stages as the common control is moved.

2.15.2.3 combined endurance braking system: Integrated endurance braking system characterized by the fact that the common control acting on the braking system is additionally equipped with a disconnecting device allowing the control to act only on the service braking system.

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

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

2.18 the distribution of mass among the axles: The distribution of the effect of gravity on the mass of the vehicle along the axles of the vehicle and/or the distribution of the components of this mass along the axles of the vehicle.

2.19 wheel/axle load: Vertical static reaction (impact force) of the road surface on the vehicle wheel/wheels of the vehicle axle in the contact zone.

2.20 maximum stationary wheel/axle load: Static load on the wheel/axle of a loaded vehicle.

2.21 electric regenerative braking system: A braking system that converts the vehicle's kinetic energy into electrical energy during deceleration.

2.21.1 electric regenerative braking control: Device that modulates the action of the 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: The current value of the ratio of the actual amount of 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: A set of batteries that accumulate electrical energy intended to power the traction motor (motors) of a vehicle.

2.22 hydraulic braking system with stored energy: A braking system in which energy is transferred by a fluid under pressure in one or more accumulators, to which it is supplied by one or more pressure pumps, each of which is equipped with devices that limit pressure in such a way that its specified maximum value determined by the manufacturer is not exceeded.

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

2.24 electric control line: An electrical circuit connecting the tractor and trailer, controlling the braking of the trailer and including an electrical cable, an electrical connector, as well as elements used to transmit information and to supply power to the trailer brake control drive.

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

2.26 point-to-point communication: An electrical network topology that involves a pairwise connection 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: A value from the set of nominal values ​​required to describe braking performance and necessary to establish the transfer function of the braking system by comparing the output and input parameters of single vehicles and their combinations.

2.28.1 For a motor 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 verified by testing.

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 verified by testing.

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

2.29 automatically commanded braking: One of the functions of an integrated electronic control system that consists of activating the braking system(s) of individual vehicle axles to slow down its movement.

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: One of the functions of an integrated electronic control system, which consists of activating individual brakes through automatic devices, while slowing down the movement as part of an overall change in the behavior of the vehicle.

2.31 reference braking forces: Braking forces occurring on the tire surfaces of one axle on a roller test bench, compared with the pressure in the brake chamber(s) or brake cylinder(s), the values ​​of which must be declared by the manufacturer at the time of commencement of testing for compliance with this standard.

2.32 braking signal: A logical signal indicating the activation of the brake in accordance with 5.2.1.30.

2.33 emergency braking signal: A logical signal indicating the activation of the emergency brake in accordance with 5.2.1.31.

3 Application for testing

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

3.2 The application is accompanied by the following documents in triplicate and the following data:

3.2.1 description of the vehicle type in accordance with 2.2. It is necessary to indicate 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 elements making up the braking system;

3.2.3 diagram of the brake system assembly and identification of the location of its components on the vehicle;

3.2.4 detailed drawings of all elements of the brake system, allowing them to be easily located and identified.

3.3 A vehicle representing the type of vehicle to be tested must be submitted to a testing laboratory authorized to conduct such tests.

4 Drawing up a test report

4.1 If a vehicle submitted for testing in accordance with this standard meets 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 must include (as an appendix) a summary of the contents of the documents listed in 3.2.1-3.2.4, in the form given in Appendix B, submitted by the enterprise that submitted the application for testing. If drawings are attached to the application, their format must be A4 (210x297 mm) or a multiple thereof.

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

5 Technical requirements

As an alternative to the requirements set out in this section, vehicle manufacturing enterprises that put more than 20,000 vehicles into circulation on the Russian Federation market per year may receive a test report for compliance with the technical requirements specified in EU Directive 71/320 “Brake systems of motor vehicles”. vehicles and their trailers of certain categories”*(2), the latest amendment of which was adopted by EU Directive 2002/78*(3).

5.1 General provisions

5.1.1 Brake system

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

5.1.1.2 In particular, the braking system must be designed, manufactured and installed to resist 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 electric fields. This requirement must be confirmed by demonstrating compliance with the requirements of GOST R 41.10.

5.1.1.5 A fault signal may 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 Brake system functions

5.1.2.1 The service braking system must provide:

— control of vehicle movement and its quick, safe and effective stopping, regardless of the speed and weight of the vehicle at any angle of inclination or ascent;

The driver must be able to perform such braking from his workplace 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 failure of the service brake system;

— smooth change in brake action.

The driver must be able to apply such braking from his seat while 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 keep the vehicle stationary on hills and 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 workplace. In the case of a trailer, the requirements of 5.2.2.10 must be met. Simultaneous activation of the pneumatic braking system of the trailer and the parking braking system of the tractor is allowed, provided that the driver has the opportunity at any time to ensure that the parking braking of the vehicle combination (road train) is sufficiently effective due to the purely mechanical action of the parking braking system.

5.1.3 Connections between pneumatic braking systems of motor vehicles and trailers

5.1.3.1 The following connections must be made between the pneumatic braking 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 mechanical vehicle shall provide information as to whether it is capable of fulfilling the requirements of 5.2.1.18.2 without support from the pneumatic control line. It shall also provide information as to whether the mechanical vehicle in accordance with 5.1.3.1.2 is equipped with two control lines or, in accordance with 5.1.3.1.3, with only an electrical control line.

5.1.3.3 A power-driven vehicle equipped in accordance with 5.1.3.1.3 shall recognize the incompatibility of 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 towing vehicle, a red optical warning signal complying with the requirements of 5.2.1.29.1.1 shall inform the driver and, when power is supplied to the system, the brakes of the towing vehicle shall be automatically applied. This braking action must be no less effective than the parking braking system required in accordance with B.2.3.1 (Annex B).

5.1.3.4 When making an electrical connection of a mechanical vehicle, equipped with two control lines in accordance with 5.1.3.1.2, with a trailer, also equipped with two control lines, the following requirements must be met:

5.1.3.4.1 Both control signals shall be provided at the coupling head and the trailer shall use the electrical control signal unless the 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 1 bar equivalent pressure signal for more than 1 s, the trailer shall check for the presence of a pneumatic control signal and, if there is no such signal, the driver shall be warned by the trailer in the form of a separate yellow warning light illuminated signal meeting the requirements of 5.2.1.29.2.

5.1.3.5 It is permissible to equip a trailer 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 meeting the requirements of 5.2.1.18.2. In all other cases, the trailer must automatically apply the brakes when electrically connected to the towing vehicle, or the previously activated brakes must remain in that state. The driver must be warned of trailer braking by a separate yellow warning signal complying with the requirements of 5.2.1.29.2.

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

5.1.3.6.1 The functional compatibility of the towed vehicle and the towing vehicle equipped with the electrical control lines described above must be confirmed during testing by checking that the relevant requirements and requirements are met. Annex T provides an example of such a test.

5.1.3.6.2 If a mechanical vehicle is equipped with an electrical control line connected to the electrical control line of a trailer, then when these vehicles are connected to each other via such a line, a malfunction in the said line that lasts more than 40 ms must be detected by the equipment of the mechanical 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 braking system of a power-driven vehicle, as permitted by 5.1.2.3, the following additional requirements must be met:

5.1.3.7.1 If a 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, through the pneumatic control line, activate the trailer braking system.

5.1.3.7.2 If a power-driven vehicle is equipped in accordance with 5.1.3.1.2, activating the parking brake system of the power-driven vehicle shall activate the trailer braking system in accordance with 5.1.3.7.1. In addition, it is also possible to activate the trailer parking brake system via an 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 meets 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 braking system via the electrical control line. Cutting off the power supply to the braking system of a mechanical vehicle should cause the trailer to brake. This braking is carried out by shutting off the supply line (while the pneumatic control line can remain under pressure). The supply line can remain disconnected only until the power supply to the pneumatic braking system of the mechanical vehicle is restored, and at the same time the trailer braking caused by the electrical control line must be restored.

5.1.3.8 Shut-off (shut-off) devices that cannot be activated automatically are not permitted. In the case of an articulated vehicle, elastic hoses and cables must be integral parts of the towing vehicle. In other cases, flexible hoses and cables must be integral parts of the trailer.

5.1.4 Requirements for periodic maintenance of brake systems

5.1.4.1 It is necessary to provide access to elements of service brakes subject to wear, namely friction pads and drums/discs, 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 achieved 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 that has a pneumatic braking system, it is necessary to provide for the presence of control fittings in the brake 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 in 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 E;

5.1.4.2.2 in a braking system that includes a device for changing pressure described in K.7.2 (Appendix K), namely in the pneumatic line in front of this device and behind it in the places closest to this device and accessible. If this device is pneumatically controlled, an additional test port is required to simulate loading conditions. If such a device is not provided, one test fitting must be installed, similar to the fitting mentioned above, located behind the pressure changing device. The control fittings must be installed so as to be easily accessible from the road surface or from the vehicle;

5.1.4.2.3 in an accessible location closest to the energy storage unit, least favorably located with respect to compliance with 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 entrance to and exit from the brake line.

5.1.4.2.5 Test fittings must meet 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 component elements or the vehicle body (cabin).

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

5.1.4.5 Information about braking systems

5.1.4.5.1 Information about the pneumatic braking system necessary for testing its operation and efficiency must be displayed in a visible place on the vehicle and be indelible, or free access to it must be ensured in another way (for example, by placing relevant information in the manual operation, on electronic media, etc.).

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

Characteristics of pneumatic system elements

Pneumatic system element

Maximum shutdown pressure, bar

Minimum switching pressure, bar

Four-circuit safety valve

Static closing pressure, bar

Trailer control valve or emergency protection valve*(2) depending on design

Supply pressure corresponding to reference pressure 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 for vehicles with electronically controlled braking systems.

*(3) In case of difference from the minimum switching pressure.

Characteristics of wheel brake cylinders*

Axis serial number

Brake cylinder type (working/parking)

Maximum stroke, mm

Lever arm, mm

*Only for trailers.

5.1.4.6 Initial braking forces

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

5.1.4.6.2 The initial braking forces must be determined in the range of actuator pressure values ​​from 1 bar to the value created in the Type-0 test on each axle. The test application for compliance with this standard shall indicate the reference braking forces for a range of brake chamber pressures from 1 bar to the pressure developed in the Type 0 test for each axle. The applicant must indicate the reference braking forces for the operating pressure range in the actuator (brake chamber or brake cylinder) starting from a pressure of 1 bar. The vehicle manufacturer must ensure the availability of this information in accordance with 5.1.4.5.1.

5.1.4.6.3 The declared initial braking forces must be such that the vehicle provides a specific braking force equivalent to that established in Appendix B for the relevant vehicle (50% for vehicle categories, and, with the exception of semi-trailers, and 45% for semi-trailers), in all cases when the braking force measured on a roller stand on each axle, regardless of the load, has a value no 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 It is necessary to provide a simple way to check the correct functioning of complex electronic systems that control braking. If this requires special information, it should be freely available.

5.1.4.7.1 During testing activities for compliance with this standard, confidential information must be provided regarding the means of protection against simple unauthorized changes in the operating mode of the testing means selected by the manufacturer (for example, a warning signal).

5.1.5 The requirements of Annex V shall apply to the safety performance of all integrated vehicle electronic control systems that provide or form part of the control actuator affecting the braking function, including those electronic systems that use the braking system(s) to perform automatic or selective braking.

However, systems or functions that use the braking system as a means of performing higher-level tasks shall comply with the requirements of Annex V only to the extent that those systems or functions directly affect the braking system. If provided, such systems shall not be disabled when the braking system is tested to comply 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 with which vehicles are equipped must meet the requirements for service, spare and parking brake systems discussed below.

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

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

For vehicles of all categories, with the exception of and, each control (except for the control of the long-acting brake system) must be designed so that, after removing 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 locked in the position corresponding to the application of the brake.

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

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

5.2.1.2.4 If the service brake system and the spare brake system have a common control, then the parking brake system must be designed so that it can be activated while the vehicle is moving. This requirement does not apply if the service braking system can be controlled, at least in part, by 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 of any element of the drive(s), the requirements for the drive(s) continue to be met. spare brake system.

5.2.1.2.6 In the event of a malfunction 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 malfunction in the service brake system (malfunction, partial or complete exhaustion of energy from the energy accumulator), the spare braking system or part of the service braking system that is not affected by the malfunction must be capable of stopping the vehicle while meeting the requirements established for reserve braking.

5.2.1.2.7 In particular, when the reserve braking system and the service braking system have a common control and a common brake actuator:

5.2.1.2.7.1 if service braking is carried out using the driver's muscular energy supplemented by energy from one or more batteries, the backup braking must, in the event of a failure of the source of this additional energy, be provided by the driver's muscular energy supplemented by energy from the batteries not affected by the fault (if any remain), and the value of the force applied to the control should not exceed the established maximum value;

5.2.1.2.7.2 If service braking and its control is carried out solely by the driver-controlled supply of energy from the battery, then there must be at least two completely independent energy batteries, each of which has its own independent brake actuator, each of which can act on brakes of two or more wheels, selected in such a way that these wheels provide backup 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 compressed air reservoir must be provided with a drainage and emptying device located in a suitable and easily accessible location;

5.2.1.2.7.3. If service braking and its control depend solely on the use of an energy accumulator, a single energy accumulator dedicated to the brake actuator may be sufficient, provided that the backup braking with the prescribed effectiveness is provided by the driver's muscular energy when acting on the control. service brake system, and the requirements of 5.2.1.6 are met.

5.2.1.2.8 Certain parts, such as the pedal and its hinges, the master cylinder and its plunger or plungers (in hydraulic systems), the control valve (in hydraulic and/or pneumatic systems), mechanical connections between the pedal and the master cylinder or control valve (crane), brake cylinders and their plungers (in hydraulic and/or pneumatic systems), brake expansion cams with levers are considered not susceptible to failure if they are designed with a large margin of safety, are easily accessible for installation and demonstrate safety indicators at least equivalent to those established for other vital vehicle elements (such as steering arms and rods). Each of the listed parts, the malfunction 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 braking systems.

5.2.1.3 If the vehicle has separate controls for the service brake system and the reserve brake system, simultaneous action on both controls should not render both of these brake systems inoperative at once, either in the case of their normal operating condition or in the event of a malfunction of one of them.

5.2.1.4 The service braking system, regardless of whether it is combined with a spare brake system or not, must be designed so that in the event of a malfunction in any part of its drive, a sufficient number of vehicle wheels can still be braked under the influence of the spare brake control 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 following requirements shall not apply to tractor units intended to tow 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 shall be informed of it by means of a red warning signal as prescribed in 5.2.1.29.1.1. Alternatively, this alarm may be used when the fluid level in the reservoir falls below the manufacturer's specified limit.

5.2.1.5 In a vehicle where energy other than the driver’s muscular energy is used for braking, there is no need for more than one source of supply of such energy (hydraulic pump, air compressor, etc.), however, the controls of the device that forms such a source are must be as safe as reasonably practicable.

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

5.2.1.5.2 In addition, the energy accumulators located behind these devices (in the direction of action of the drive), in the event of a malfunction in the energy supply line, must, after four complete actions on the service brake system control under the conditions specified in E.1.1.2, E.2.1.2 and E.3.1.2 (Appendix E), ensure that the vehicle stops at the fifth impact with the efficiency prescribed for the backup braking 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 satisfied without the use of any automatic device, the ineffectiveness of which may go unnoticed due to the fact that its elements are designed to be activated only in the event of a malfunction in brake system.

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

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

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

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

— requirements B.1.3.2 (Appendix B) or

— requirements N.5.3 (Appendix H), including the case when the electric motor is turned 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 corresponds to the driver’s expectations, taking into account the actually achievable adhesion of the tires to the road surface, braking must be automatically applied to all wheels of the vehicle.

5.2.1.8 The impact of the service braking 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 disrupt the symmetry of the distribution must be declared.

5.2.1.8.1 The driver shall be informed by a yellow warning signal, the requirements of 5.2.1.29.1.2, that there is wear or malfunction in the braking system that is compensated by the electrical control actuator. This requirement must be met under all loading conditions if the deflections to be compensated exceed the following limit values:

5.2.1.8.1.1 to compensate for the pressure difference in the brake drives 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 pressure value when decelerating the vehicle, not less;

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

5.2.1.8.2 The compensation established above is allowed only on the condition that the initial application of the brakes is carried out at vehicle speeds exceeding 10 km/h.

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

5.2.1.10 The service, spare and parking brake systems must act on the friction 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 an electrical regenerative braking system of category B, disconnection of the electrical system is permitted provided that the friction braking source continues to operate and is capable of providing the compensation specified in 5.2.1.7.2.1.

In the case of short-term transient conditions associated with the disconnection of the electric braking system, incomplete compensation is allowed, but within 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 friction braking must ensure that the service and reserve braking systems continue to function to the specified degree of effectiveness.

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

5.2.1.11 Brake wear must be easily removable using a manual or automatic adjustment system. In this case, the control 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 Service brake wear must be adjusted automatically. However, the installation of automatic brake adjustment devices is not a mandatory requirement for off-road vehicles of categories and and for rear wheel brakes of vehicles of categories and.

Brakes equipped with automatic adjustment devices must, after successive heating and cooling cycles, ensure free rolling of the vehicle, as defined in B.1.5.4 (Appendix B) under the paragraphs establishing the requirements for Type-I tests.

5.2.1.11.2 Checking for wear of the friction elements of the service brake

5.2.1.11.2.1 Easy access to the service brake must be provided to check for wear of the brake linings from outside the vehicle or from the side of the roadway, for example, through holes provided by the design or any other devices, using exclusively tools and accessories included in the standard kit. 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. A yellow warning signal, the requirements for which are specified in 5.2.1.29.1.2.2, may be used as an optical warning signal.

5.2.1.11.2.2 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, to conduct tests for compliance with the requirements of this standard, the vehicle manufacturer must:

b) prepare information on the maximum permissible wear, upon reaching which replacement of these elements is necessary.

This information should be freely available, for example in the operating instructions or on electronic media.

5.2.1.12 Hydraulic brake systems shall provide easy access to the fluid reservoir filler openings and, in addition, containers containing reserve fluid volume shall be designed so that the fluid level can be easily controlled without the need to open such containers . If this condition is not met, a red warning signal as specified in 5.2.1.29.1.1 shall be provided to alert the driver to a drop in fluid level in the reservoir that could cause brake system failure. The type of fluid that must 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 no more than 100 mm from corresponding filling holes of reservoirs for 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 a vehicle cannot be achieved by a backup braking system without the use of energy from an energy accumulator, then any vehicle equipped with a service braking system activated by energy from an energy accumulator must be equipped in addition to a system pressure indicator warning device located next to it. This warning device shall provide an optical or acoustic signal when the amount of energy stored by the accumulator(s) in any part of the braking system decreases to a level at which, without replenishing the energy accumulator and regardless of vehicle loading conditions, the fifth application of the service brake system control after four full impacts to ensure braking with the efficiency prescribed for spare braking (in the absence of failures in the drive of the spare brake system and the minimum permissible clearances in the brakes). This warning device must be directly and permanently connected to the electrical circuit. When the engine is operating under normal operating conditions and in the absence of a malfunction in the braking system, such as when tested to comply with the requirements of this standard, the warning device shall not give any signal except for the period necessary to refill the energy accumulator(s) after the engine has started. 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 a vehicle is recognized as meeting the requirements of 5.2.1.5 only on the basis of its compliance with the requirements of E.3.1.2.2 (Appendix E), the warning device must, in addition to the optical signal, also emit an acoustic signal. Such signals do not need to be activated simultaneously, provided that each of them meets the requirements mentioned above and the acoustic signal is not activated before the optical signal. The optical warning signal shall 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 be activated when the handbrake is applied and/or (at the manufacturer's option) when the selector lever 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 accumulator must be such that, in the event of engine stoppage or failure of the devices used to control the power source, sufficient braking efficiency is provided to completely stop the vehicle under prescribed conditions. In addition, if the muscular energy applied by the driver to the parking brake system is enhanced by an auxiliary device, the parking brake system must also be activated in the event of failure of the auxiliary device. In this case, if necessary, an energy accumulator must be used that is not used to power the auxiliary device during its normal operation. An energy accumulator intended for a spare brake system can be used as such an energy accumulator.

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

5.2.1.16 Pneumatic/hydraulic auxiliary equipment shall be supplied with energy in such a way that the required deceleration values ​​can be achieved during operation of the equipment and that, even in the event of a failure of the energy source, the operation of the auxiliary equipment will not deplete the energy accumulators supplying the brake brakes. systems below the minimum level specified in 5.2.1.13.

5.2.1.17 The service braking system of trailers of category or must be of the undivided or semi-separated type.

5.2.1.18 If a vehicle is officially approved for towing a category or trailer, 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 measured 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 capable of fully or partially activating the brakes of the trailer. Dosing of this brake action must be ensured. If such action is achieved by means of a valve that is not normally operational, the valve may only be used if its correct operation can be easily verified by the driver (without the use of tools) either from inside or outside the cab.

5.2.1.18.3 In the event of a malfunction (for example, a rupture or depressurization) in one of the pneumatic connecting lines, or 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 control of the emergency brake system, or control of the parking brake system, unless the malfunction causes the trailer to automatically brake with the effectiveness 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 been completed when the following requirements are met:

5.2.1.18.4.1 with a fully activated control from those mentioned in 5.1.2.1.18.3, the pressure in the supply line must drop to 1.5 bar over the next 2 s, in addition, after releasing the control, the pressure in the supply line must be restored;

5.2.1.18.4.2 when the pressure in the supply line drops with an intensity of at least 1 bar/s, automatic braking of the trailer must 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 that remains operational must automatically provide the braking efficiency prescribed for the trailer in B.3.1 (Appendix IN).

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

5.2.1.19.1 The power sources (generator and battery) of the tractor must be capable of providing the necessary current parameters to power the electric braking system. When the engine is idling at the speed recommended by the manufacturer, and the electrical devices installed on the vehicle by the manufacturer as standard equipment are operating, the voltage in the electrical circuits during the period of maximum energy consumption by the electric braking system (characterized by a current strength of 15 A) should not drop below 9.6 V when measured at the tractor-trailer connection. A short circuit 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 capable of fully or partially activating the brakes of the trailer.

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

5.2.1.20 In the case of a pneumatic service braking system consisting of two or more independent sections, leakage from one section to the other, occurring near or downstream of the control in the direction of flow, shall be continuously vented to the atmosphere.

5.2.1.21 In the case of a mechanical vehicle officially approved for towing a trailer of category or, the service braking 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 permitted 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 of category 1 in accordance with Appendix H.

5.2.1.23 Mechanical 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 Mechanical vehicles officially approved to tow a trailer equipped with ABS must also be equipped with a special electrical connector corresponding to or *(7) for the electrical control drive and/or trailer 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 the accelerator and/or by moving the transmission selector to the neutral position.

5.2.1.25.1.2 In addition, for all vehicles of the category and vehicles of the category weighing less than 5 tons, the control element for electric regenerative brakes can 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 is necessary to ensure that it is impossible to disable, partially or completely, any element of the service braking system, except by means of automatic devices. This does not constitute a departure from the requirements of 5.2.1.10.

5.2.1.25.2.2 The service braking system must have only one control.

5.2.1.25.2.3 For vehicles equipped with electric regenerative braking systems of both categories, all requirements related to vehicles of these categories must be met, with the exception of the requirements of 5.2.1.25.1.1.

In addition, the operation of the service braking system must not reduce the above-mentioned braking effect caused by the cessation of action 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 electrical braking component is determined by the relationship established between the information received from the service brake control and the braking force on the corresponding wheels, then faults that distort this relationship and lead to a change in the distribution of braking forces along the axles (see. Appendix K or Appendix L, depending on applicability), the driver must indicate 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 vehicle start switch (key) is turned on (“ ON") position.

5.2.1.25.3 Magnetic and electric fields must 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 must control the electric regenerative braking system.

5.2.1.26 Special additional requirements for the electric drive of the parking brake system

5.2.1.26.1 In the event of a malfunction in the electric brake drive, any spontaneous activation of the parking brake system must be excluded.

5.2.1.26.2 In the event of a break in the electrical wiring within the electrical control actuator external to the electronic control unit(s), excluding power sources, or in the event of a malfunction in the control, it shall be possible to operate the parking brake system from the driver's position and with its help, holding a loaded vehicle stationary 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 the same effectiveness is achieved and that, once turned on, they remain on regardless of the position of the ignition key (starting key). In this case, the parking brakes should be automatically released as soon as the driver begins to put the vehicle into motion. In the case of vehicles of categories, and, it is allowed to use the engine and mechanical power train or automatic transmission (in parking mode) to achieve or help achieve the parking braking efficiency prescribed above. In addition, it must be possible, if necessary, to change the operation of the parking brake system using tools and/or auxiliary devices carried/installed on the vehicle.

5.2.1.26.2.1 If there is a break in the wiring inside the electric drive or a malfunction in the parking brake system control, the driver must be informed of this by means of a yellow warning signal, the requirements for which are established in 5.2.1.29.1.2. If there is a break in the wiring inside the parking brake system's electrical control actuator, this yellow warning light should illuminate as soon as the break occurs. In addition, the driver shall be informed of the above-mentioned control malfunction or break in wiring outside the electronic control unit(s), excluding the power source, by means of a flashing red warning signal as required by 5.2.1.29.1.1. The signal must remain on the entire time the ignition key (start key) is in the “ON” position, and for at least 10 seconds thereafter, provided that the control is in the “ON” position "). If the activation of the parking brake system is normally indicated by a separate red warning signal that meets all the requirements of 5.2.1.29.3, then this signal must also be used in the above case, provided that the specified red signal requirements are met.

5.2.1.26.3 It is permissible 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 malfunctions. In addition, where the energy accumulator is also used by the service braking system, the requirements of 5.2.1.27.7 must be met.

5.2.1.26.4 After the ignition/start key that controls the electrical supply to the braking equipment has been switched to the "OFF" position and/or removed, it must still be possible to operate the parking brake system since the system must not disengage .

5.2.1.27 Special additional requirements for electrically controlled service braking systems

5.2.1.27.1 When the parking brake is released, the service braking 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 "Off" and/or removed positions. Mechanical vehicles officially approved for towing trailers of categories and must produce a full control signal for the service 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 lasting less than 40 ms in the electric control drive, with the exception of its power supply (for example, a break in signal transmission or information failure), should not have a significant impact on the effectiveness of service braking.

5.2.1.27.3 The driver shall be informed of a malfunction in the electrical control drive*(8) affecting the operation and efficiency of systems covered by this standard, other than the drive's energy storage unit, by means of a red or yellow warning signal. , the requirements for which are specified in 5.2.1.29.1.1 and 5.2.1.29.1.2, depending on applicability. 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 activating a red warning signal, and the prescribed residual braking performance must be ensured by acting on the organ control of the service brake system in accordance with B.2.4 (Appendix B). These requirements do not imply a failure to comply with the specified requirements for emergency braking.

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

5.2.1.27.5 In the event of a malfunction in the energy source of the electric control drive, which began to manifest itself at the normal level of its energy reserve, after twenty consecutive full strokes of the service brake system control, the entire range of control actions on the service brake system must be guaranteed. During the test, the brake control must be subjected to maximum impact for 20 s within each successive activation, followed by release of the control for a period of 5 s. During the test described above, sufficient energy must be supplied to ensure full activation of the service braking system. Compliance with this requirement does not eliminate the need to comply with the requirements set forth in Appendix E.

5.2.1.27.6 If the battery voltage has dropped to a level below the limit specified by the manufacturer, at which the prescribed service braking performance can no longer be guaranteed and/or which prevents each of at least two independent service braking circuits from achieving the prescribed reserve or residual braking, the red warning signal, the requirements for which are established in 5.2.1.29.1.1, must turn on. After turning on the warning signal, it must be possible to use the service brake system control and provide at least the residual braking efficiency required in B.2.4 (Annex B). In this case, sufficient energy must be supplied to the service braking 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 auxiliary equipment is supplied with energy from the same energy storage as the electric control drive, then when the engine is running at a speed not exceeding 80% of the maximum load speed, the energy required to achieve the prescribed deceleration values ​​shall be supplied. be provided either by supplying sufficient energy to prevent the battery from discharging when all auxiliary equipment is operating at full load, or by automatically shutting down pre-selected elements of the auxiliary equipment at a voltage above the critical level defined in 5.2.1.27.6 to prevent further battery discharge. Compliance with this requirement can be confirmed by calculations or tests. For vehicles officially approved for towing category or trailers, the energy consumption of the trailer must be taken into account by connecting a 400 W load. 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 auxiliary equipment is supplied with power from an electrical control drive, the following requirements must be met:

5.2.1.27.8.1 In the event of a malfunction of the energy source while the vehicle is moving, the energy reserve in the battery must be sufficient to activate the brakes when the control is acted upon.

5.2.1.27.8.2 In the event of a malfunction 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 activated.

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 must remain 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 trailer braking must be ensured in accordance with 5.2.1.18.4.1. This requirement must be met both in the case when a signal has arisen on the trailer requiring braking along the supply line and transmitted through the information transmission 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 use with trailers, the connection to which is carried out only via an electrical control line in accordance with 5.1.3.5.

5.2.1.28 Special requirements for the force regulator in the coupling device

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 action of the force regulator in the coupling device should reduce the difference in the dynamic specific braking forces of the towing and towed vehicles. The functioning of the force regulator in the coupling device must be checked by a testing laboratory. The method of performing the test must be agreed upon with the manufacturer, as should the method of evaluating the results. The results obtained must be presented in a test report.

5.2.1.28.2.1 The force regulator in the coupling device can 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 coming from both lines must cause the same control effects.

5.2.1.28.2.2 The force regulator in the coupling device must not prevent the use of the maximum possible pressure for braking.

5.2.1.28.3 The vehicle must meet the requirements for compliance with the load range established 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 must be informed of a malfunction 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 must be complied with.

5.2.1.28.5 The yellow warning signal specified in 5.2.1.29.1.2 shall inform the driver of the compensating action of the force regulator in the coupling device if this compensation exceeds 1.5 bar relative to the nominal required value specified in 2.28.3 , but does not exceed the bar value (or an equivalent discrete value of the electrical signal). If the value exceeds 6.5 bar, a warning shall be issued if 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 force control system in the coupling device must be used only to control the forces in the coupling device that arise during the operation of the service braking system of the tractor and trailer. The forces in the coupling device resulting from the action of long-acting braking systems must not be compensated by the service braking systems of the towing vehicle or trailer. It is generally accepted that long-term brake systems are not integral parts of service brake systems.

5.2.1.29 General requirements for optical warning signals intended to inform the driver about malfunctions (defects) of specific pre-established types in the braking equipment of a mechanical 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 permitted only in accordance with the requirements of this standard.

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

5.2.1.29.1.1 red warning signal - about malfunctions in the braking systems specified in this standard that prevent the full effectiveness of service braking and/or disrupt the functioning of at least one of the two independent circuits of the service braking system;

5.2.1.29.1.2 yellow warning signal, where applicable, about a defect in the vehicle’s braking equipment, information about which is transmitted via an electrical circuit and the presence of which is not indicated by the red warning signal in accordance with 5.2.1.29.1.1.

5.2.1.29.2 With the exception of vehicles of categories and, in mechanical vehicles equipped with an electric control line and/or officially approved for towing trailers with electrically driven brakes and/or ABS, a separate yellow warning signal must be provided, informing about a defect in ABS and/or in the electric brake drive of the trailer braking equipment. The electrical signal about the defect must come from the trailer through pin No. 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 signal shall not be activated if the towing vehicle is connected to the trailer in the absence of an electrical control line and/or electric brake and/or ABS drive, or the towing vehicle is not connected to the trailer. The described function should be automatic.

5.2.1.29.2.1 For a mechanical vehicle equipped with an electric control line, if there is a connection to the trailer via this control line, a red warning signal must also be provided, meeting the requirements of 5.2.1.29.1.1 and informing about specific malfunctions of pre-established types in the braking equipment trailer whenever relevant information is received from the trailer via the data loop in the electrical control line. The red warning signal is in addition to the yellow warning signal, the requirements for which are specified in 5.2.1.29.1.2. It is allowed, instead of using the red warning signal, the requirements for which are established in 5.2.1.29.1.1, together with the yellow warning signal mentioned above, to equip the towing vehicle with a separate red warning signal, informing about malfunctions of pre-established types in the brake equipment of the trailer.

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

5.2.1.29.4 Unless other requirements are established, then:

5.2.1.29.4.1 the driver must be informed of the occurrence of a predetermined type of malfunction by means of the above-mentioned 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 as long as the malfunction is present and the ignition key is in the "ON" position, and

5.2.1.29.4.3 the warning signal must be turned on in a constant (non-blinking) mode.

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

5.2.1.29.6 It is allowed to inform about malfunctions (defects) of types not previously established or to show other information relating to the brakes and/or chassis 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 indicated that the procedures described in 5.2.1.29.5 have not identified any predetermined fault types, and

5.2.1.29.6.3 information about malfunctions of non-predetermined types 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 signal lamps (stop lights)

5.2.1.30.1 Activation by the driver of the service braking system must result in the generation of a signal pulse, which will be used to turn 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 It is allowed to generate a signal pulse associated with the activation of the long-acting braking system, except for the case when 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 deceleration performed does not exceed a vehicle speed of more than 50 km/h, this signal pulse can be turned off *(10).

5.2.1.30.4 Activation of part of the service braking system using “selective braking” (see 2.30) should not lead to the generation of a signal pulse *(11).

5.2.1.30.5 If the vehicle is equipped with an electric control line, a signal pulse must be generated by the towing vehicle when the message “Turn on brake lights”*(12) is received from the trailer via the electric control line.

5.2.1.30.6 Electric regenerative braking systems that provide 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 that inform 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 must be activated when the deceleration values ​​caused by the action of the service braking system are not less than:

For all vehicles, the signal must cease to operate no later than the moment the deceleration drops below.

5.2.1.31.2 The following conditions may also be met:

a) when activating the service braking system 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:

(In this case, for all vehicles the signal must cease to operate no later than the moment the deceleration drops 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 N.2 (Appendix H).

The signal should cease to operate once ABC stops running through a full cycle.

5.2.2 Vehicles of category O

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

5.2.2.2 Trailers of this category must have a working braking system of a single, semi-divided or inertial type. The inertial brake system can only be installed on trailers with a central axle. However, the use of electric braking systems that meet the requirements of Appendix P is permitted.

5.2.2.4 The service braking system must:

5.2.2.4.1 act on all wheels of the vehicle;

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

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

5.2.2.5 The action of the service braking system must be distributed over the wheels of each vehicle axle symmetrically relative to the longitudinal plane of symmetry of the vehicle. The presence of braking force compensation devices and systems such as ABS, which can disrupt the symmetry of the distribution of the action of the service braking system, must be declared.

5.2.2.5.1 The driver shall be informed by a yellow warning signal, the requirements of 5.2.1.29.2, that there is wear or malfunction in the braking system that is compensated by the electrical control actuator. This requirement must be met under all loading conditions if the deflections to be compensated exceed the following limit values:

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

a) 25% of the highest pressure value when decelerating the vehicle, not less;

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

5.2.2.5.1.2 for individual pressure compensation on each axle:

a) more than 50% of the nominal value when the vehicle decelerates at least;

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

5.2.2.5.2 The compensation established above is only allowed if the initial application of the brakes takes place at vehicle speeds exceeding 10 km/h.

5.2.2.6 Malfunctions in the electric brake drive should 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 efficiency, must be permanently connected to the wheels, either directly or through elements not subject to destruction.

5.2.2.8 Brake wear must be easily removable using a manual or automatic adjustment system. In this case, the control and elements of the brake actuator 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 provide effective braking without the need for immediate adjustment.

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

Brakes equipped with devices for their automatic adjustment must, after successive heating and cooling cycles, ensure free rolling of the vehicle, as defined in B.1.7.3 (Appendix B) under the paragraphs establishing the requirements for the “Type-I” or “Type-I” tests. III".

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

5.2.2.8.1.2 For category trailers, the requirements of 5.2.2.8.1 should be considered fulfilled if the requirements of B.1.7.3*(13) are met.

5.2.2.8.2 Checking for wear of the friction elements of the service brake

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

5.2.2.8.2.2 Assessment of the degree of wear of the working surfaces of brake discs and drums may only be carried out by direct measurement of the working elements, which may require partial disassembly. Therefore, to conduct tests for compliance with this standard, the vehicle manufacturer must:

a) determine a method for assessing wear on the working surfaces of discs and drums, including the extent of dismantling required, as well as the tools and procedures required for this;

5.2.2.9 Braking systems must be such that when the coupling device is released during movement, the trailer is automatically braked to a complete stop. However, this requirement does not apply to trailers whose maximum weight does not exceed 1.5 tons, provided that the trailers are equipped, in addition to the main coupling device, with a spare connecting device (chain, wire rope, etc.), which prevents coupling device contact of the drawbar with the road surface and providing some residual control effect on the trailer.

5.2.2.10 Any trailer that is equipped with a service braking system must also provide parking braking even if the trailer is disconnected from the towing vehicle. The parking braking device must be capable of being activated by a person standing on a supporting surface, but if the trailer is used to transport persons, the device must be capable of being activated from inside the trailer.

5.2.2.11 If the trailer is equipped with a device that allows the activation by compressed air of a braking system other than the parking braking system to be blocked, this other system must be designed so that it returns to the non-activated position no later than the moment the compressed air supply to the trailer braking system is restored.

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

5.2.2.12.1 If 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's compressed air tanks is sufficient to provide the braking efficiency prescribed in B.3.3 (Appendix B).

5.2.2.13 Category trailers must be equipped with ABS in accordance with the requirements of Appendix H. Category trailers must be equipped with ABS in accordance with the requirements of Appendix H, intended for category A.

5.2.2.14 If auxiliary equipment receives energy from the service braking system, the service braking system must be protected against energy loss. In this case, the amount of brake pressure on the outer surfaces of the wheels must be at least 80% of the value prescribed for the corresponding trailer in B.3.1.2.1 (Appendix B). This requirement must be satisfied under the following operating conditions:

- during operation of auxiliary equipment and

- in case of rupture of lines connecting auxiliary equipment or leakage from them, unless these faults affect the control signal referred to in K.6 (Appendix K). In the latter case, the braking performance requirements specified in K.6 must be met.

5.2.2.14.1 The above requirements are considered to be met if the pressure in the service brake system energy accumulator(s) is maintained at a level of at least 80% of the required control line pressure or an equivalent discrete electrical signal value in accordance with B.3.1.2.2 ( Appendix B).

5.2.2.15 Special additional requirements for service braking systems with electrically controlled drive

5.2.2.15.1 In the event of a single temporary malfunction in the electrical control actuator lasting less than 40 ms (for example, interruption of signal transmission or distortion of transmitted information), excluding a malfunction in its power supply, this malfunction shall not reduce the effectiveness of the service braking system.

5.2.2.15.2 If a malfunction occurs in the electrical control actuator (e.g. rupture, loss of contact), at least 30% of the service braking system efficiency prescribed for the relevant trailer 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 efficiency prescribed in B.3.3 (Appendix B), in the case where the trailer braking efficiency exceeds 30 % of the prescribed braking efficiency cannot be further ensured; compliance with the requirements of 5.2.1.27.10 is sufficient. Fulfillment of these requirements is initiated either by the transmission of the “Braking along the supply line” signal along the information transmission circuit of the electrical control line, or by the complete absence of information transmission along this circuit.

5.2.2.15.2.1 The driver shall be made aware of a malfunction in the electrical control drive of a trailer, excluding its energy storage unit, affecting the operation and efficiency of systems covered by this standard, and of malfunctions in the supply of energy through an electrical connector complying with or *(7 ), by means of a separate warning signal, the requirements for which are specified in 5.2.1.29.2. The signal to turn on the warning signal must be transmitted through pin No. 5 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 complying with 5.2.1.29.2.1 and activating a red warning signal. This information must be transmitted via the electrical control line information circuit if it is no longer possible to maintain the required trailer service brake performance.

5.2.2.16 If the value of the energy stored in the accumulator(s) in any part of the service braking system of a trailer equipped with an electrical control line connected to the electrical control line of the towing vehicle decreases to the value determined in 5.2.2.16.1, the driver of the towing vehicle must warned about this. Warning may be provided by means of a red warning signal, the requirements for which are specified in 5.2.1.29.2.1, and the trailer shall transmit the corresponding information through the electrical control line information circuit. A separate yellow warning signal, as required in 5.2.1.29.2, shall also be activated through pin No. 5 of the electrical connector corresponding to or *(7) to inform the driver of reduced trailer power.

5.2.2.16.1 The lower limit of energy reduction referred to in 5.2.2.16 must be set such that, without recharging the energy accumulator and regardless of trailer loading, it would no longer be possible to provide the fifth application of the service brake control after four full applications. braking with an efficiency of at least 50% of the prescribed efficiency of the service braking 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 braking system and/or ABS, corresponding to *(7), *(15). The warning signals required on the trailer side by this standard shall be activated through the electrical connector mentioned above. The requirements for trailers regarding the transmission of fault signals must comply with 5.2.1.29.4, 5.2.1.29.5 and 5.2.1.29.6.

Trailers equipped with a connector complying with and specified above must have indelible markings informing about the functionality of the braking system in the closed and open states of the connector. This marking must be located so that it is visible when the connecting devices of pneumatic and electrical lines are brought into the closed state.

5.2.2.17.1 Trailers that use selective braking as a means of ensuring vehicle stability must, in the event of a malfunction in the electrical control drive of the stability control system, indicate this malfunction using a separate yellow warning signal, the requirements for which are specified in 5.2.1.29.2 . The electrical signal activating this warning signal must be transmitted through pin No. 5 of the connector corresponding to and.

NOTE This requirement will need to be reconsidered in subsequent revisions to this standard to take into account:

a) the intended change to international standards and concerning the electrical signal indicating a malfunction in the electrical control actuator 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 permissible to connect the braking system to a source of electrical power in addition to the source connected through the above-mentioned connector corresponding to or. However, connecting an additional energy source is only possible if the following conditions are met:

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

— connecting an additional source should not have an adverse effect on the braking system, both during normal operation and when a malfunction occurs;

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

— it is not permitted to use a warning device to signal the occurrence of a failure in the brake system of a trailer if the brake system is supplied with energy from an additional source;

— if there is an additional source of energy, the operation of the braking system from this source must be checked;

- if there is a malfunction in the transmission of electrical energy through a connector corresponding to and, the requirements of 5.2.2.15.2.1 and N.4.1 (Appendix H), relating to the malfunction signal, must also be met in the case of the braking system operating from an additional energy source.

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

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

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

5.2.2.21.1 If the vehicle is equipped with an electric control line, the message “Activate brake lights” must be transmitted over the electric control line when the trailer braking system is actuated by “automatically controlled braking” activated by the trailer itself. However, if the resulting deceleration does not exceed 0.7 at a vehicle speed of more than 50 km/h, this signal pulse can be turned off *(10), *(12).

5.2.2.21.2 If the trailer is equipped with an electric control line, the message “Activate brake lights” shall not be transmitted from the trailer via the electric control line during the “selective braking” process activated by the trailer itself *(11), *(16).

The vehicle brake test requirements that must be carried out and the brake performance requirements that must be met to confirm compliance with this standard are set out in Appendix B.

7 Change of vehicle type or braking system type tested to this standard and extension of the 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 laboratory 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 trailer described in 5.1.3.1.3 is not permitted.

*(5) To undergo periodic technical inspection, it may be necessary to adjust the minimum vehicle total specific braking force values ​​to bring them into compliance 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 five- and seven-pin versions.

*(8) Until common test methods are agreed upon, the manufacturer must provide information on the analysis of possible faults in the control drive and their consequences to the appropriate competent authority. Such information should be the subject of discussion and subsequent agreement between the authority and the manufacturer.

*(9) The specified connectors can have either a five- or seven-pin design.

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

*(11) During the process of “selective braking”, the braking mode can be transformed into “automatically controlled braking”.

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

*(13) Until the adoption of uniform technical provisions that make it possible to objectively evaluate the functioning of the automatic brake adjustment device, the requirement for free rolling of a vehicle should be considered fulfilled if this free rolling occurs during all brake tests prescribed for the relevant trailer.

*(14) Until common test methods are agreed upon, the manufacturer shall provide to the appropriate competent authority information relevant to the analysis of possible faults in the control drive and their consequences. This information should be the subject of discussion and subsequent agreement between the competent authority and the manufacturer.

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

*(16) This requirement shall not apply until a change is made to describe the "Activate Brake Lights" message and its contents are incorporated into this standard.

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Test object

The tests are carried out on vehicles of categories M1 and N1, or only the steering control if it is certified by the manufacturer of auto components as a separate mechanism. Testing of cars of category M1 need not be carried out if it is subject to testing according to UNECE Regulation No. 94.

Just as under Rule No. 94, at the time of testing the car must be in running order: filled with all lubricants and coolants, the fuel tank is 90% filled with non-flammable liquid, equipped with a spare wheel and tools.

A comment

The purpose of the tests is to identify potential (!) injury safety by checking the movement of the upper part of the steering column and steering shaft during vehicle testing and (or) the damping capacity of a fixed steering column when struck by a torso dummy, as well as the damping capacity of a stationary steering wheel when hit with a headform.

The test according to rule No. 94 is more perfect, since it evaluates the passive safety of the car, i.e. the likelihood of injury to the driver and passenger, and not the movement of certain control points.

Procedure 1: Frontal Barrier Impact Test

The acceleration track, acceleration mechanism and reinforced concrete block are the same as according to rule No. 94, but there is no deformable barrier. The outside of the block should be covered with plywood 19 mm thick. It is allowed to place a steel sheet 25 mm thick between the plywood and the block (concrete without steel cladding crumbles during an impact - the block becomes disposable, and without plywood it becomes “slippery”, which distorts the picture of the process of metal deformation upon impact).

The vehicle speed during testing was 48.3 ... 53 km/h (30 ... 33 mph).

The weight of the measuring equipment (no more than 25\% of the curb weight) located in the vehicle, the speed deviation (within tolerance) are taken into account by introducing correction factors:

k   48.3  ; 1   2

where V, m1 are, respectively, the actual speed and mass of the vehicle during testing

tania; m0 – curb weight of the vehicle.

If the calculated coefficient k1< 0,83, то принимают k1 = 0,83. Если расчетный коэффициент k2 < 0,8, то принимают k1 = 0,8. Контролируемый параметр: перемещение верхней точки рулевой ко-

column and steering shaft should not exceed a = 127 mm (5 inches) along the x-axis in the “backward” direction and b = 127 mm along the z-axis in the “up” direction:

a1 k1 k2< a и b1·k1·k2 < b,

a1, b1 – actual dimensions measured on a tested vehicle.

The position of the reference point is measured before and after the test relative to a point on the chassis that is guaranteed not to move as a result of deformation upon impact.

The x and z axes are taken to be the axes of the car interior.

All damage is photographed from different angles.

Procedure 2: Torso Test

The test is carried out if the steering control is presented on the certificate

fication as a separate mechanism.

The steering mechanism is fixedly fixed on a special stand.

The drive mechanism must act on the torso model only before the impact begins.

The impact is carried out with a model of the torso, weighing 34...36 kg with average dimensions, which have 50\% of the adult male population of the United States (“50th percentile”).

Torso velocity at impact was 24.1 ± 1.2 km/h (15 ± 0.8 mph).

Before the impact, the H point of the torso model (Fig. 2.8) must be in a horizontal plane passing through the R point of the seat (for more information about the H and R points, see paragraph 2.2.4).

Controlled parameter

The force with which the steering block acts on the torso should not exceed

embroider 1111 daN.*

* daN – decaNewton, 1 daN = 10 N = 10/9.81 kgf = 1.019 kgf. When moving from the SGSE system to the SI system, the kilogram was replaced by decaNewton (neglecting the hundredths that are formed during the correct transfer from system to system). Not to be confused with dN - deciNewton - tenth of Newton.

Rice. 2.8. Torso model for testing according to UNECE Regulation No. 12

The force meter can be located in the steering gear or in the torso.

The force sensor in the steering mechanism must have a measurement limit of no more than 1960 daN (2000 kgf).

Inertia sensors in the torso must have a measurement limit of no more than

60g and located to the left and right of the center of mass of the body.

The speed of body movement is controlled with an accuracy of 2\%.

Time is controlled with an accuracy of 0.001 s.

After the test, all damage is photographed and attached to the report.

Procedure 3: Headform test

The steering control is being tested, or rather the steering mounting device is being tested.

th wheels to the steering shaft and the steering wheel itself.

The procedure is performed when testing the steering as part of

both the vehicle and separately (if it is certified as a separate mechanism).

Test setup

The test setup is a pendulum impact mechanism. The head is a dummy head - a hemisphere ø165 mm (6.5 inches) and weighing 6.8 kg (15 pounds).

The headform must be equipped with two accelerometers and a device

rum to measure speed in the direction of impact.

Impact speed 24.1 km/h (15 mph). Speed ​​measurement accuracy ±1\%.

Test procedure

Three or four blows are performed each time on the new steering wheel.

 to the center of the hub;

 at the point of connection of the stiffest spoke with the wheel rim on the inside;

 to the midpoint of the shortest section of the rim between the spokes;

 to the point of the steering wheel in its worst position.

Controlled parameters

For any impact, the load on the headform should not exceed

80g for more than 3ms.

Russian FederationUNECE Regulations

It is referred to

• Amendment No. 1 to UNECE Regulation No. 12 (Revision 4) Uniform provisions concerning the approval of vehicles with regard to protection of the driver against impacts from the steering system UNECE Regulations
• Consolidated Resolution on Vehicle Design (RE3) (Revision 2) UNECE Resolution
• UNECE Regulation No. 94 (Revision 1) Uniform provisions concerning the approval of vehicles with regard to the protection of occupants in the event of a frontal collision UNECE Regulations
• UNECE Regulation No. 12 (revision 4) Uniform provisions concerning the approval of vehicles with regard to protection of the driver against impacts from the steering system UNECE Regulations

set bookmark

set bookmark

E/ECE/324-E/ECE/TRANS/505/Add.11/Rev.4
Regulation N 12

Agreement

On the adoption of uniform technical regulations for wheeled vehicles, equipment and parts that can be installed and/or used on wheeled vehicles, and on the conditions for the mutual recognition of approvals issued on the basis of these regulations*

Communication concerning approval, extension of approval, refusal of approval, withdrawal of approval, permanent discontinuation of a vehicle type with regard to protection of the driver against impact from the steering system pursuant to Regulation No. 12

Communication concerning approval, extension of approval, refusal of approval, withdrawal of approval, permanent discontinuation of a type of steering control with regard to protection of the driver against impact from the steering system pursuant to the relevant section of Regulation No. 12

Scheme of approval marks

Torso test

Addendum: Torso model

Head dummy test

The procedure for determining the “H” point and the actual angle of inclination of the torso of a driver or passenger sitting in a car

Appendix 1: Description of the volumetric mechanism for determining the "H" point

Appendix 2: Three-dimensional coordinate system

Appendix 3: Seating inputs

Test procedure for the protection of occupants of electric vehicles from high voltage and from electrolyte leakage hazards

Appendix 1: Hinged Test Pin (IPXXB)

1 area of ​​use

This Regulation governs the behavior of the steering and electric drive system operating at high voltage, as well as high-voltage components and systems that are galvanically connected to the high-voltage busbar of the electric drive, motor vehicles of category M and vehicles of category N with a maximum permissible mass of less than 1500 kg in regarding the protection of occupants from a frontal collision.

At the request of the manufacturer, vehicles other than those mentioned in paragraph 1.1. above may be granted approvals in accordance with this Regulation.

2. Definitions

	In accordance with these Rules
	" vehicle approval" means the approval of a vehicle type with regard to protection of the driver against impact from the steering system;
	" vehicle type" means motor vehicles which do not differ in such essential respects as:
	a vehicle driven by an internal combustion engine:
	a vehicle driven by an electric motor:
	the design, dimensions, shape and materials of that part of the vehicle that is located in front of the steering column;
	the location of the rechargeable energy storage system (REESS) if it adversely affects the results of the impact test prescribed in this Regulation;
	the mass of the vehicle in running order as defined in paragraph 2.18 below;
	" steering control approval" means the approval of a steering control type with regard to the protection of the driver against impact with steering components;
	" steering type" means a category of steering controls that do not differ in such significant respects as:
	design, dimensions, shape and materials;
	" steering" means a control, usually a steering wheel, operated by the driver;
	" universal steering control" means a control which can be mounted on several approved types of vehicles in such a way that differences in the attachment of the control to the steering column do not affect its behavior upon impact;
	" airbag" means an elastic cushion designed to be filled with gas under pressure and:
	serving to protect the driver of the vehicle when hitting the steering wheel,
	filled with gas using a device that is activated in the event of a vehicle impact;
	" steering wheel rim" means the quasi-toroidal outer ring of the steering wheel which the driver normally grips when operating the vehicle;
	" spoke" means the rod connecting the steering wheel ring to the hub;
	" hub" means a part of the steering wheel, usually located in the center, which:
	connects the steering wheel to the steering shaft,
	transmits the torque applied to the steering wheel to the steering shaft;
	" steering wheel hub center" means a point on the surface of the hub that lies on the axis of the steering shaft;
	" steering plane" means, in the case of a steering wheel, the flat surface that divides the rim of the steering wheel into equal parts between the driver and the front of the vehicle;
	" steering shaft" means an element that transmits the rotational torque applied to the steering wheel to the steering mechanism;
	" steering column" means steering shaft safety guard;
	" steering system" means a set of mechanisms consisting of a steering wheel, steering column, steering shaft housing, steering shaft, control mechanism, as well as other elements that contribute to the absorption of energy when impacting the steering;
	" passenger compartment from the point of view of protecting the persons in it" means the space intended for occupants and bounded by the roof, floor, side walls, doors, external glazing, front bulkhead and rear compartment bulkhead or rear seatback support plane;
	" interior from the point of view of electrical safety assessment" means the space intended for occupants and passengers and is limited by the roof, floor, side walls, doors, external glazing, front partition and rear partition or rear door, as well as electrical guards and covers used to protect the electric drive from direct contact with parts, under high voltage;
	" impact element" is a hemispherical headform with a diameter of 165 mm, meeting the provisions of paragraph 3 of Appendix 5 to these Rules;
	" weight of the vehicle in running order" means the mass of the vehicle without driver, passengers and cargo, but with fuel, coolant, lubricants, tools and spare wheel, if provided as standard equipment by the manufacturer, and the REESS;
	" high voltage/high voltage" means the characteristic of an electrical component or circuit if the effective value of its operating voltage is more than >60 V and 1500 V for direct current or >30 V and 1000 V for alternating current;
	" rechargeable energy storage system (REESS)" means a rechargeable energy storage system that provides electrical power for propulsion;
	" electrical fence": part providing protection against any direct contact with high voltage parts;
	" electric drive" means the electrical circuit that includes the traction motor(s) and may also include the REESS, the electrical power conversion system, electronic converters, associated wiring harnesses and connectors, and the connecting system for charging the REESS;
	" live parts" means conductive parts intended to operate under voltage under normal operating conditions;
	" unprotected conductive part" means a conductive part which can be touched under protection level IPXXB and which becomes live when the insulation fails. This includes parts under a protective covering which can be removed without the use of tools;
	" direct contact" means human contact with high voltage parts;
	" indirect contact" means contact of people with unprotected conductive parts;
	" protectionIPXXB" means protection against contact with high voltage live parts provided by either an electrical fence or enclosure and tested using the articulated test pin (IPXXB) described in Annex 7, paragraph 4;
	" operating voltage" means the highest effective value of the electrical circuit voltage, which is specified by the manufacturer and which can be fixed between any current-carrying parts in an open circuit or under normal operating conditions. If the electrical circuit is separated by galvanic insulation, the operating voltage is determined accordingly for each isolated circuit;
	" connection system for charging the rechargeable energy storage system (RES)" means the electrical circuit used to charge the REESS from an external power source, including the input connection device on the vehicle;
	" electrical mass" means a set of conductive parts electrically connected to each other, the electrical potential of which is taken as a basis;
	" electrical circuit" means a collection of high-voltage parts connected to each other and designed to carry electric current under normal conditions of use;
	" power conversion system" means a system that generates and supplies electricity to create electric traction;
	" electronic converter" means a device that allows for the control of electrical energy and/or its transformation to create electric traction;
	" casing" means a member covering internal parts and providing protection against any direct contact;
	" high voltage bus a" means an electrical circuit including a connection system for charging the REESS, which operates at high voltage;
	" solid insulator" means an insulating covering of cable harnesses enclosing and protecting high-voltage parts from any direct contact, including insulation of high-voltage parts of connectors, and varnish or paint used for insulation purposes;
	" automatic disconnector" means a device which, when switched on, galvanically separates the electrical power sources from the rest of the high-voltage circuit of the electric drive;
	" open type traction battery" means a type of liquid battery that produces hydrogen that is released into the atmosphere.

3. Application for approval

	Vehicle type
	Application for approval of a vehicle type with regard to protection of the driver against impacts from the steering system shall be submitted by the vehicle manufacturer or his duly authorized representative.
	Each application must be accompanied by the following documents in triplicate and the following data:
	a detailed description of the type of vehicle with respect to the design, dimensions, shape and materials of that part of the vehicle located in front of the steering column;
	sufficiently detailed drawings of the steering system and its attachment to the chassis and body of the vehicle in an appropriate scale;
	technical description of the steering system;
	indication of the weight of the vehicle in running order;
	in appropriate cases - a certificate that the steering control has been officially approved in accordance with paragraph 5.2 of these Regulations;
	certificate that the steering system meets the technical requirements of paragraph 5.2.2 Rule No. 94, if the application for approval is submitted by its applicant in accordance with paragraph 5.1.2. below;
	Rule No. 94, if the application for approval is submitted by its applicant in accordance with paragraph 5.2.1. below;
	a general description of power source type, location, and electric drive (e.g., hybrid, electric).
	The technical service authorized to carry out approval tests must be provided with:
	a vehicle of the type to be approved for the test required in paragraph 5.1. below;
	at the choice of the manufacturer and with the agreement of the technical services, either a second vehicle or parts of a vehicle which he considers necessary to carry out the test provided for in paragraphs 5.2 and 5.3 below;
	Before granting type approval, the competent authority shall verify that suitable mechanisms are in place to ensure effective control of conformity of production.
	Steering type
	Application for approval of a steering control type with respect to protection of the driver against impacts from steering components must be submitted by the steering control manufacturer or his duly authorized representative.
	The application must be accompanied by the following documents in triplicate and the following data:
	a detailed description of the type of steering control in terms of design, dimensions and materials from which it is made;
	sufficiently detailed drawings of the steering system and its attachment to the chassis and body of the vehicle in an appropriate scale;
	certificate that the steering control complies with the technical requirements of paragraphs 5.2.1.4 and 5.2.1.5 Rule No. 94, if the application for approval is submitted by its applicant in accordance with paragraph 5.2.1. below.
	In order to carry out the test required in paragraphs 5.2 and 5.3 below, the technical service responsible for carrying out the approval tests must be presented with a steering control representing the type to be approved and, at the discretion of the manufacturer and with the agreement of the technical service, those parts of the vehicle which he considers necessary to carry out this test.

4. Approval

	The type approval certificate shall be accompanied by a certificate corresponding to the model specified in paragraph 4.1.1 or 4.1.2:
	Annex 1A for applications specified in clause 3.1;
	Appendix 1B for applications specified in clause 3.2.
	Vehicle type
	If a vehicle submitted for approval in accordance with these Regulations meets the requirements of paragraphs 5 and 6 below and Annexes 4, 5 and 6 to these Regulations, then this type of vehicle is considered officially approved.
	Each approved type is assigned an approval number, the first two digits of which (currently 04, corresponding to the 04 series of amendments) indicate the series of amendments incorporating the most recent significant technical changes made to the Regulation at the time the approval was granted. The same Contracting Party may not assign the same number to another type of vehicle equipped with a different type of steering control or to a vehicle of a different type as defined in paragraph 2.2. above.
	If the steering column collides with a torso which strikes the column with a relative speed of at least 24.1 km/h (15 mph), the force exerted by the steering column on the torso shall not exceed 1.111 daN.
	If the steering system is equipped with a steering wheel with an airbag, the technical requirements of paragraph 5.2. above are considered to be satisfied if the vehicle equipped with such a steering system complies with the technical requirements of paragraphs 5.2.1.4 and 5.2.1.5 Rule No. 94.
	If the steering wheel is subject to an impact from an impactor which impacts it with 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 120 g for a 600 Hz frequency response.
	The steering system must be designed, constructed and installed so that:
	prior to the impact test prescribed in paragraphs 5.2 and 5.3 above, there were no dangerous irregularities or sharp edges with a radius of curvature of less than 2.5 mm on any portion of the steering surface facing the driver that could be touched by a sphere with a diameter of 165 mm .
	In the case of a steering system equipped with an airbag, this requirement is considered to be satisfied if none of the parts that can be touched by a sphere with a diameter of 165 mm contain dangerous sharp edges (as defined in paragraph 2.18. Rule No. 21) that may increase the risk of serious injury to the driver and passengers of the vehicle;
	After any impact test prescribed in paragraphs 5.2 and 5.3, there are no sharp or uneven edges on the portion of the steering surface facing the driver that could increase the danger or severity of injury to the driver. Minor cracks and breaks on the surface are not taken into account.
	Where there is a protruding part made of a flexible material with a hardness of less than 50 Shore A and mounted on a rigid support, the requirements of paragraph 5.4.1.1 apply only to the rigid support.
	The steering control must be designed, constructed and installed so that there are no parts or accessories, including signal actuators and trim, that could snag the driver's clothing or jewelry during normal driving conditions.
	If the steering is not included as a complete equipment, it must meet the specifications which are verified by tests in accordance with the provisions of paragraph 2.1.3 of Annex 4 and paragraph 2.3 of Annex 5.
	In the case of a "universal steering control", these requirements must be met in relation to:
	all possible steering column angles, the test being carried out at least for the maximum and minimum steering column angles for all approved vehicle types for which the steering is intended;
	all possible positions of the impactor and torso layout in relation to the steering, the tests being carried out at least for the middle position on all approved types of vehicles for which the steering is intended. Where a steering column is used, it must be of a type that can handle "worst case" conditions.
	If adapters are used to install a single type of steering control on different steering columns, and if it can be shown that the energy absorption characteristics of the system are similar when using such adapters, then all tests can be performed with the same type of adapter.
	After testing in accordance with the procedure specified in Annex 3 to this Regulation, the high voltage electric drive and the high voltage components and systems that are galvanically connected to the high voltage busbar of the electric drive shall comply with the following requirements:
	Electric shock protection
	After a collision, at least one of the four criteria specified in paragraphs 5.5.1.1 to 5.5.1.4.2 must be met.
	If the vehicle is equipped with an automatic disconnect function or device(s) that galvanically disconnects the electric drive circuit under driving conditions, at least one of the following criteria is applied to the open circuit or to each individual open circuit after the disconnect function is engaged.
	However, the criteria defined in clause 5.5.1.4 do not apply unless protection under IPXXB protection conditions is provided for more than one part of the high voltage bus.
	Where tests are carried out under conditions where part(s) of the high-voltage system are not energized, protection of the relevant part(s) from electrical shock shall be provided in accordance with either paragraph 5.5.1.3 or 5.5.1.4.
	No high voltage
	The voltage values ​​V, V and V of high-voltage buses should be no more than 30 V at alternating current or 60 V at direct current, as specified in paragraph 2 of Appendix 7.
	Low potential electricity
	The apparent energy (AE) at the high-voltage busbars shall be less than 2.0 joules when measured in accordance with the test method specified in Annex 7, paragraph 3 (formula a)). Otherwise, the apparent energy (AE) may be calculated from the measured voltage V in the high-voltage bus and capacitance of capacitors X (C), specified by the manufacturer in paragraph 3 (formula b)) of Appendix 7.
	The energy reserve in the Y (TE, TE) capacitors should also be less than 2.0 joules. It is calculated by measuring the voltage V and V in the high-voltage busbars and electrical mass, as well as the capacitance Y of the capacitors specified by the manufacturer in accordance with formula c) given in paragraph 3 of Annex 7.
	Physical protection
	To ensure protection against direct contact with high voltage parts, IPXXB protection must be used.
	In addition, to protect against electric shock resulting from indirect contact, it is necessary to ensure that the resistance between all unprotected conductive parts and the electrical mass at a current of at least 0.2 A is below 0.1 ohm.
	This requirement is considered fulfilled if the galvanic connection is made by welding.
	Insulation resistance
	The criteria specified in paragraphs 5.5.1.4.1 and 5.5.1.4.2 below must be met.
	Measurements are carried out in accordance with paragraph 5 of Appendix 7.
	Electric drive containing separate electrical busbars for direct and alternating current
	If the high-voltage busbars for alternating current and the high-voltage busbars for direct current are galvanically isolated from each other, then the insulation resistance between the high-voltage busbar and the electrical chassis (defined in paragraph 5 of Annex 7) shall have a minimum value of 100 Ω/V operating voltage in the case of busbars for direct current current and a minimum value of 500 Ω/V operating voltage in case of AC busbars.
	Electric drive containing combined electrical busbars for direct and alternating current
	If high-voltage AC busbars and high-voltage DC busbars are galvanically connected to each other, the insulation resistance between the high-voltage busbar and the electrical chassis (defined in paragraph 5 of Annex 7) shall have a minimum value of 500 Ω/V operating voltage.
	However, if IPXXB protection is provided for all high-voltage AC busbars, or if the AC voltage is not more than 30 V after a collision with a vehicle, then the insulation resistance between the high-voltage busbar and the electrical ground (defined in clause 5 of Annex 7) shall be a minimum value 100 Ohm/V operating voltage.
	Electrolyte leak
	There must be no electrolyte leakage in the passenger compartment within 30 minutes after the collision, and electrolyte leakage from the REESS must not exceed 7%, with the exception of open-type traction batteries installed outside the passenger compartment. In the case of open-type traction batteries, no more than 7%, but a maximum of 5.0 liters of electrolyte, is allowed to leak outside the passenger compartment. The manufacturer must demonstrate compliance with this requirement in accordance with paragraph 6 of Annex 7.
	REESS retention
	REESSs located in the cabin must remain in the location where they are installed, and REESS components must be located within the REESS.
	No part of any REESS installed outside the passenger compartment for electrical safety assessment shall enter the passenger compartment during or after the impact test.
	The manufacturer must demonstrate compliance with this requirement in accordance with paragraph 7 of Annex 7.
	The technical requirements specified in paragraphs 5.5 to 5.5.3 above are considered to be satisfied if a vehicle equipped with a high voltage electric drive complies with the technical requirements of paragraphs 5.2.8 to 5.2.8.3 Rule No. 94 with amendments series 02.

6. Tests

	Compliance with the requirements of paragraphs 5.1-5.4 above is checked using the methods set out in Appendices 3, 4 and 5 to these Rules. Compliance with the requirements of paragraph 5.5 above is checked using the methods set out in Appendix 3 to these Rules. All measurements should be made based on the ISO 6487 1987* standard.
________________ * Access to international and foreign documents mentioned here and further in the text can be obtained by following the link to the site http://shop.cntd.ru. - Database manufacturer's note.
	However, at the discretion of the Type Approval Authority, other tests may be permitted provided their equivalence is demonstrated. In this case, a test report describing the methods used and the results obtained is attached to the approval documentation.

7. Vehicle type or steering modifications and extension of approval

	Any modification to the vehicle type or the steering system or both shall be brought to the attention of the administrative authority which granted approval to the vehicle type or to the steering system. This body can:
	or conclude that the changes made will not have a significant adverse effect and that, in any event, the vehicle still satisfies the requirements;
	or require a new protocol from the technical service authorized to conduct the tests.
	Subject to the provisions of paragraph 7.1. above, a variant of that vehicle whose curb mass is less than the weight of the vehicle submitted for approval testing will not be considered as a modification of the vehicle type.
	Confirmation or refusal of approval, indicating the changes, shall be sent to the Parties Agreements applying these Rules, in accordance with the procedure specified above in paragraphs 4.2.3 or 4.3.3.
	The competent authority which has granted an extension of approval shall assign such extension an appropriate series number and notify the other Parties accordingly 1958 agreements applying these Rules, by means of a message card corresponding to the model specified in Appendix 1A or Appendix 1B to these Rules.

8. Compliance of production

	Every vehicle or steering system approved under this Regulation shall be so manufactured that it conforms to the approved type and meets the requirements laid down in paragraphs 5 and 6 above.
	To verify compliance with the requirements set out in paragraph 8.1, appropriate production checks are carried out.
	The approval holder must, in particular:
	ensure that procedures are in place to effectively control the quality of the vehicle or steering;
	have access to the testing equipment necessary to verify the conformity of each approved type;
	ensure registration of test data and access to attached documents for a period determined by agreement with the type approval authority;
	Analyze the results of each type of test to verify and ensure that the vehicle or steering performance meets industrial production tolerances;
	ensure that for each type of vehicle or steering system at least those tests are carried out that allow the necessary measurements to be made;
	carry out, in the event of non-conformity of any set of test specimens and samples found during this type of test, new sampling and new tests. In this regard, all necessary measures must be taken to restore production compliance.
	The competent authority which has issued type approval may at any time verify the conformity control methods applied in each production unit.
	During each inspection, the inspector is provided with test reports and production monitoring records.
	The inspector may select 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 tests.
	In the event that the level of quality does not satisfy the requirements or if it is necessary to verify the correctness of the tests carried out pursuant to paragraph 8.4.2., the inspector shall select samples which shall be sent to the technical service that has carried out the type approval tests.
	The competent authority may carry out any test provided for in these Regulations. The normal frequency of inspections authorized by the competent authority is once a year. If unsatisfactory results are discovered during one of these checks, the competent authority shall ensure that all necessary measures are taken to restore the conformity of production as quickly as possible.

9. Sanctions imposed for non-conformity of production

	The type approval of a vehicle or steering control granted under this Regulation may be withdrawn if the requirements set out in paragraph 8.1. above are not met or if the selected vehicle(s) or steering control(s) ) steering did not pass the test provided for in paragraph 8.2 above.
	If any Contracting Party Agreements application of this Regulation withdraws the approval it has previously granted, it shall immediately notify the other Contracting Parties applying this Regulation by means of a communication card conforming to the model specified in Annex 1A or Annex 1B to this Regulation (as appropriate).

10. Instructions

12. Names and addresses of technical services authorized to carry out approval tests and type approval authorities

13. Transitional provisions

	As from the date of entry into force of the 03 series of amendments to this Regulation, no Contracting Party shall refuse an application for approval submitted in accordance with this Regulation as amended by the 03 series of amendments.
	As from the official date of entry into force of the 04 series of amendments, no Contracting Party applying this Regulation shall refuse to grant ECE approval under this Regulation as amended by the 04 series of amendments.
	Vehicle type approval
	After the expiration of 36 months after the official date of entry into force referred to in paragraph 13.1. above, Contracting Parties applying this Regulation shall grant approval to vehicles of category M with forward driving position and vehicles of category N weighing less than 1.5 t only if the vehicle type in question satisfies the requirements of this Regulation as amended by the 03 series of amendments, with the exception of the provisions laid down in paragraph 5.1. of this Regulation governing the maximum vertical movement of the steering column, which apply to new approvals only after an additional period of 12 months.
	After the expiration of 48 months after the official date of entry into force referred to in paragraph 13.1. above, Contracting Parties applying this Regulation shall grant approvals for vehicles of category M, other than vehicles with forward driving position, only if this the vehicle type complies with the requirements of this Regulation as amended by the 03 series of amendments.
	After the expiration of 60 months after the official date of entry into force referred to in paragraph 13.1. above, Contracting Parties applying this Regulation may refuse to recognize vehicle type approvals that have not been granted in accordance with the 03 series of amendments to this Regulation.
	After 24 months from the official date of entry into force of the 04 series of amendments, Contracting Parties applying this Regulation shall grant ECE approvals only for those vehicle types that comply with the requirements of this Regulation as amended by the 04 series of amendments.
	However, in the case of vehicles having an electrical drive operating at high voltage, an additional period of 12 months shall be granted, provided that the manufacturer provides evidence acceptable to the technical authority that the vehicle provides a level of safety equivalent to that provided for in this Regulation. amendments series 04.
	Contracting Parties applying this Regulation shall not refuse to extend approvals issued under previous series of amendments to this Regulation if such extension does not entail any changes in the vehicle's propulsion system. However, after 48 months from the official date of entry into force of the 04 series of amendments, extensions of approvals issued under previous series of amendments shall not be granted for vehicles with high voltage electric drive.
	If, at the time of entry into force of the 04 series of amendments to this Regulation, there are already national requirements regarding safety provisions for high voltage electric powered vehicles, Contracting Parties applying this Regulation may refuse to grant national approval or national registration of such vehicles that do not meet national requirements, with the exception of vehicles approved on the basis of the 04 series of amendments to this Regulation.
	After the expiration of 48 months after the entry into force of the 04 series of amendments to this Regulation, Contracting Parties applying this Regulation may refuse to grant national or regional type approval and may refuse the initial national or regional registration (initial putting into service) of an electric vehicle. drive operating at high voltage which does not comply with the requirements of the 04 series of amendments to this Regulation.
	Vehicle approvals pursuant to the 03 series of amendments to this Regulation, which are independent of the 04 series of amendments, remain in force and continue to be accepted by Contracting Parties applying this Regulation.
	Steering type approvals
	Even after the date of entry into force of the 04 series of amendments, steering control approvals issued under previous series of amendments to the Regulation remain valid and continue to be recognized by Contracting Parties applying the Regulation, and Contracting Parties may continue to grant extensions of approvals issued to based on the 03 series of amendments.
	As of the official date of entry into force of Supplement 2 to the 03 series of amendments, Contracting Parties are not required to grant separate type approvals for airbag steering systems.
	As of the official date of entry into force of Supplement 2 to the 03 series of amendments, Contracting Parties may refuse to recognize certain type approvals for airbag steering systems.

Appendix 1 A

Message,

Vehicle type with regard to driver protection against impact from the steering system based on Regulation No. 12.

Official approval N:		Spread N:
1. Vehicle brand or brand name
2. Vehicle type
3. Name and address of the manufacturer
4. If applicable, name and address of the manufacturer’s representative
5. Brief description of the steering system and vehicle elements having
value in terms of protecting the driver from impact with the steering system
6. Vehicle weight during testing
to the front axle:
to the rear axle:
total weight:
7. Vehicle submitted for approval (date)
8. Technical service authorized to carry out approval tests
9. Date of the protocol issued by this service
10. Number of the protocol issued by this service
11. Approval granted/approval refused/approval extended/approval withdrawn
12. Place where the approval mark is affixed to the vehicle
15. Signature
16. The list of documents deposited with the type approval authority that granted approval is given in the annex to this communication; these documents are available upon request.

Cross out what is unnecessary.

Appendix 1 B

Message,

(Maximum format: A4 (210x297 mm))

The type of steering control in relation to protecting the driver from impact with the steering system on the basis of the relevant section of Regulation No. 12.

Official approval N:		Spread N:
1. Factory or brand name of the steering system
2. Name and address of the manufacturer
3. If applicable, name and address of the manufacturer’s representative
4. Type(s) of vehicle to which the steering control will be installed
management
5. Brief description of the steering system and vehicle components relevant to protecting the driver from impact with the steering system
6. Steering system submitted for approval (date)
7. Technical service authorized to carry out approval tests
8. Date of the protocol issued by this service
9. Number of the protocol issued by this service
10. Approval granted/approval refused/approval extended/approval withdrawn
11. Place where the official sign or signs are placed on the steering system
statements
14. Signature
15. The list of documents deposited with the type approval authority that granted approval is given in the annex to this communication; these documents are available upon request.

Distinguishing number of the country which has granted approval/extended approval/refused approval/withdrawn approval (see the approval provisions of this Regulation).

Cross out what is unnecessary.

Appendix 2

Scheme of approval marks

Sample A

(See paragraph 4.2.4 of these Rules)

A = 8 mm min.

The above approval mark affixed to a vehicle indicates that the vehicle type has been approved in the Netherlands (E4) with regard to protection of the driver against impacts from the steering system pursuant to Regulation No. 12. The approval number indicates that the approval has been provided in accordance with the requirements of Regulation No. 12 as amended by the 04 series of amendments.

Sample B

(See paragraph 4.2.5 of these Rules)

A = 8 mm min.

The above approval mark affixed to a vehicle indicates that the vehicle type concerned has been approved in the Netherlands (E4) pursuant to Regulations Nos. 12 and 42. The approval numbers indicate that, at the time the respective approvals were granted, Regulation No. 12 included amendments series 04, a Rules No. 42- 00 series amendments.

The second number is provided as an example only.

Sample C

(See paragraph 4.3.4 of these Rules)

a = 8 mm min.

The above approval mark affixed to a steering control indicates that this type of control has been approved in the Netherlands (E4) for protection of the driver against impacts from the steering system in accordance with the relevant section of Regulation No. 12 as amended by the 04 series of amendments .

Sample D

(See paragraph 4.3.4.3 of these Rules)

a = 8 mm min.

The above approval mark affixed to a steering control indicates that the type of steering control has been approved in the Netherlands (E4) for protection of the driver against impacts from the steering system in accordance with the provisions of paragraphs 5.2.1. and/or 5.3.1. Regulation No. 12 as amended by the 03 series of amendments.

Appendix 3

Frontal barrier impact test

	Purpose of the test
	This test is intended to verify whether the vehicle complies with the requirements laid down in paragraph 5.1.
	Installations, test method and measuring instruments
	Test location
	The location where the test is carried out must be of sufficient area to accommodate a vehicle acceleration lane, barrier and technical equipment necessary for the test. The end of the strip, at least 5 m before the barrier, must be horizontal (a slope of no more than 3% is allowed, measured over a length of 1 m), flat and level.
	The barrier is a reinforced concrete block with a front width of at least 3 m and a height of at least 1.5 m. The thickness of the barrier must be such that its weight is at least 70 metric tons. The front of the barrier must be flat, vertical and perpendicular to the axis of the acceleration lane and must be covered with 202 mm thick plywood lining in good condition. Between the plywood cladding and the barrier, a structure on a steel plate with a thickness of at least 25 mm can be installed. A barrier having different characteristics may also be used, provided that the impact surface area is greater than the frontal impact area of ​​the test vehicle and produces equivalent results.
	Vehicle movement
	At the moment of impact, the vehicle must no longer be affected by the additional control or pushing device. It must come into contact with the obstacle along a trajectory perpendicular to the surface of the barrier with which the collision occurs; the maximum permissible lateral deviation between the vertical center line of the front wall of the vehicle and the vertical center line of the barrier surface with which the collision occurs is 30 cm.
	Vehicle condition
	The test vehicle must either have all components and normal equipment included in its unladen curb weight, or be in a condition that complies with this requirement with respect to interior components and equipment and with respect to the overall vehicle curb weight distribution .
	At the request of the manufacturer, in derogation from the provisions of paragraph 5.1 of these Rules, dummies may be installed during testing, provided that they do not in any way interfere with the functioning of the steering mechanism. Their mass is not taken into account when determining test results.
	If the vehicle is propelled by an external power source, the power system must be filled to at least 90% of its full fuel capacity with a non-flammable liquid with a density of 0.7-1.
	This requirement does not apply to hydrogen as a fuel.
	All other fluid systems (brake fluid reservoir, radiator, etc.) may be empty.
	If the vehicle is driven by its own engine, the fuel tank must be filled to at least 90% of its full fuel capacity. All other tanks must be filled completely.
	By agreement between the manufacturer and the technical service, modifications to the fuel system may be permitted so that the correct amount of fuel can be used to operate the engine or electrical conversion system.
	In this case, the fuel tank must be filled to at least 90% of its full fuel capacity with a non-flammable liquid with a density of 0.7-1.
	This requirement does not apply to hydrogen fuel tanks.
	Electric drive adjustment
	The state of charge of the REESS must be such as to ensure proper operation of the drive in accordance with the manufacturer's recommendation.
	The electric drive must be energized with both the original power source (e.g. motor generator, REESS or power conversion system) switched on and off, however:
	by agreement between the technical service and the manufacturer, it is permissible to conduct tests without applying current to the entire electric drive or to its individual parts, if this does not have a negative impact on the test results. In the case of parts of an electric drive that are not energized, protection against electric shock is demonstrated either by physical protection or by insulation resistance and appropriate additional evidence,
	If automatic disconnection is provided, the test may be carried out with the automatic disconnector switched on at the manufacturer's request. In this case, it must be proven that the automatic release function will operate during the impact test. This function also means automatic activation of the signal, as well as galvanic isolation taking into account the conditions that existed during the impact.
	At the request of the manufacturer, the technical service authorized to carry out the tests may authorize the use for tests required by this Regulation of a vehicle that has been used for tests prescribed by other Regulations (including tests affecting its design).
	The height- and tilt-adjustable steering wheel must be installed in the normal operating position specified by the manufacturer, or, in the absence of such a specification, in the middle position within the limits of its adjustment(s).
	Impact speed
	The impact speed should be 48.3 km/h (30 mph) and 53.1 km/h (33 mph). However, the test is considered passed even if it is carried out at a higher impact speed and if the vehicle meets the requirements.
	Measuring instruments
	The measuring instrument used to record the speed specified in paragraph 2.5 above must be capable of making measurements with an accuracy of 1%.
	results
	To determine the rearward and upward movement of the steering control during a collision, record the change in the distance, measured horizontally and parallel to the longitudinal axis of the vehicle and vertically - in a direction perpendicular to this axis, between the top of the steering column (and shaft) and some point vehicle, which did not move as a result of this collision. The largest value of this change in distance measured from the registration is taken to represent the backward and upward movement.
Instead of recording, maximum values ​​can be measured. The term "horizontal" means: in a horizontal plane relative to the interior of the stationary vehicle before testing, and not in a horizontal plane relative to the ground while the vehicle is moving, and the term "vertical" means: in a vertical plane perpendicular to the horizontal plane , defined by the concept of “horizontally” and directed upward.
	After the test, damage to the vehicle is noted in the protocol; At least one photograph of each type of vehicle should be taken:
	from the side (right and left),
	damaged area inside the cabin.
	Correction factors
	Designations
		recorded speed, km/h;
		weight of the prototype in the condition corresponding to paragraph 2.4 of this appendix;
		weight of the prototype with measuring equipment;
		the change in distance measured during the impact, as defined in paragraph 3.1 of this annex;
		change in distance used to determine test results;
	K = greater of two numbers and 0.83;
	K = the larger of the two numbers and 0.8.
	The corrected value of dimension D, used to verify the prototype's compliance with the requirements of these Regulations, is calculated using the following formula:
	On a vehicle similar to the prototype in question in terms of the characteristics defined in paragraph 2.2 of this Regulation, but having a mass m exceeding m, it is not necessary to carry out a new frontal barrier impact test if m does not exceed 1.25 m and if the corrected value of D , obtained on the basis of D according to the formula, is such that it follows that the new vehicle still meets the requirements of paragraph of these Rules.
	Equivalent procedures
	Alternative tests may be permitted with the consent of the Type Approval Authority, provided their equivalence is ensured. The approval documentation must be accompanied by a report describing the method used and the results obtained, or stating the reasons why the test was not carried out.
	If an alternative method is used, its equivalence must be demonstrated by the manufacturer or his representative using the method.

Appendix 4

Torso test

	Purpose of the test
	This test is intended to verify whether the vehicle meets the requirements set out in paragraph 5.2 of this Regulation.
	Installation, Procedures and Instrumentation
	Installing the steering wheel
	The steering wheel must be installed at the front of the vehicle, resulting from a cross-section of the body shell at the level of the front seats, so as to exclude the roof, windshield and doors as far as possible. This part must be rigidly fixed to the test bench in such a way that it does not move due to impact from the torso model.
	However, at the request of the manufacturer and with the agreement of the technical service, the steering wheel may be mounted on a frame simulating the installation of a steering system, provided that the frame/steering model has, in comparison with the actual front end/steering model:
	the same geometric arrangement,
	greater rigidity.
	Installation of the steering system is carried out only when applying for its approval as a separate mechanism. The steering system is tested in its fully equipped form. The steering wheel must be installed in such a way that the minimum impact distance between it and the test bench is 100 mm. The steering shaft must be rigidly fixed to the test bench so that it does not move due to impact (see Fig. 2).
	Installing the steering control for testing
	During the first test, the steering shall be in such a position that its stiffest part is perpendicular to the torso model at the point of contact; If the steering control is a steering wheel, the test shall be repeated so that the most flexible part of the steering wheel is perpendicular to the torso at the same point of contact. In the case of adjustable steering, both of the above tests shall be carried out with the steering wheel installed in the normal operating position as specified by the manufacturer or, in the absence of such a specification, in the middle position within its range of adjustment(s).
	If the vehicle is equipped with a steering wheel tilt and position device, the test is carried out with the steering wheel in the normal operating position specified by the manufacturer and is considered by the laboratory to be representative from an energy absorption point of view.
	Torso model
	The torso model must have the shape, dimensions, weight and characteristics specified in the appendix to this annex.
	The following are additional optional requirements regarding the mechanical properties of the torso model:
		loading speed when measuring stiffness: 25050 mm/min,
		center of gravity: 551.26 mm from the top of the body model,
		moment of inertia around the lateral axis passing through the center of gravity: 2,260.23 kgm.
	Measuring forces
	The maximum force on the torso resulting from an impact with the steering system must be measured horizontally and parallel to the longitudinal axis of the vehicle.
	This force can be measured either directly or indirectly, or calculated from values ​​measured during testing.
	Moving the torso model
	Any method of propulsion may be used as long as it is produced in such a way that, at the moment of impact of the torso model with the steering wheel, it is completely disconnected from the device that sets it in motion. The torso model must be in contact with the steering wheel when moving in a straight line parallel to the longitudinal axis of the vehicle.
	The "H" point of the torso model, indicated by a special sign, must be installed so that before impact it is in a horizontal plane passing through the "R" point, as specified by the vehicle manufacturer.
	Speed
	The steering impact is performed at 24.11.2 km/h (150.8 mph). However, the test is considered passed even if it is carried out at a higher impact speed and if the control meets the requirements.
	Measuring instruments
	Instruments used to record the parameters mentioned below in paragraph 5.2 of these Rules must ensure the following measurement accuracy:
	speed of movement of the body model: with an accuracy of 2%;
	Time recording: accurate to one thousandth of a second.
	The onset of impact (zero point) at the first contact of the torso with the steering control shall be noted in the recordings and films used to analyze the test results.
	Force measurement
	The equipment used must comply with ISO 6487:1987 unless otherwise specified in these Regulations.
	Measurement with a load cell built into the control system: the maximum load that can be measured with the load cell should be 1960 daN (2000 kg), frequency response channel 600.
	Measurement using acceleration or load sensors built into the test bench: In a transverse plane passing through the center of gravity of the torso model, two acceleration sensors are symmetrically installed to measure acceleration in the same direction. The maximum acceleration that can be measured by the sensor must be 60 g and the frequency response channel must be 180. Other measurement methods with different numbers and locations of acceleration sensors are acceptable, such as the method of dividing the test equipment into separate parts, the center of gravity of which sensors are located to measure acceleration in the horizontal plane and parallel to the longitudinal axis of the vehicle. The resultant force is the maximum sum of the forces calculated or measured directly for each part of the torso model.
	Ambient temperature: steady at 205 °C.
	results
	After the test, it is necessary to identify damage to the steering system and record it in writing in the protocol; You must take at least one photo from the side and one photo from the front of the steering wheel/steering column/dashboard.
	The maximum force value must be measured or calculated in accordance with paragraph 2.4.

Appendix 4 - Addendum

Torso model

Appendix 5

Head dummy test

	Purpose of the test
	This test is intended to check whether the steering complies with the requirements laid down in paragraph 5.3 of this Regulation.
	Installations, procedures and measuring instruments
	General provisions
	The steering system is tested in its fully equipped form.
	If the steering system is equipped with a steering wheel with an airbag, the test is carried out with the airbag. At the request of the manufacturer and with the consent of the technical service, the test may be carried out without an airbag.
	Installation of the steering system upon approval of the steering system in connection with the approval of the vehicle
	The steering wheel must be installed in the front part of the vehicle, resulting from the cross-section of the body at the level of the front seats, so that, if possible, the roof, windshield and doors do not interfere with it.
	This part must be rigidly fixed to the test bench in such a way that it does not move due to impact from the headform.
	The rudder angle tolerance must be 2° relative to the design angle.
	However, at the request of the manufacturer and with the consent of the technical service, the steering wheel can be installed on a frame simulating the installation of a steering system, provided that the “frame/steering” mock-up will have, compared to the full-scale “front end/steering” model:
	same geometric arrangement;
	greater rigidity.
	Installation of steering when approval of steering as a separate mechanism
	The steering system is tested in its fully equipped form. The steering wheel must be installed in such a way that the minimum impact distance between it and the test bench is 100 mm. The steering shaft must be rigidly fixed to the test bench so that it does not move due to impact (see Fig. 1).
	However, at the request of the manufacturer, the test may be carried out under the conditions specified in paragraph 2.2. above. In such a case, the approval is valid only for the specified type(s) of vehicle(s).
	Test setup
	The test setup is a rigid impact element of an elongated shape and with a precisely specified direction of movement, the mass of which is 6.8 kg. Its striking surface has a hemispherical shape with a diameter of 165 mm.
	The headform must be equipped with two accelerometers that provide measurements in the direction of impact.
	Measuring instruments
	The measuring instruments used must comply with ISO 6487:1987. In addition, they must have the following characteristics:
	Acceleration
	Amplitude characteristics channel class: 150 g MAX
	Frequency characteristics channel class: 600 Hz frequency response.
	Speed
	Accuracy 1%.
	Time registration
	Instruments must be capable of recording the entire process with an accuracy of one thousandth of a second. The beginning of the impact is taken to be the moment of first contact of the impact element with the steering wheel. This moment is recorded for the purpose of analyzing test results.
	Test procedure
	The steering wheel must be installed in a plane perpendicular to the direction of impact.
	Each type of steering wheel is impact tested at a maximum of four points and a minimum of three points. For each impact, use a new steering wheel. For successive impacts, the axis of the impact element must be level with one of the following points:
	steering wheel hub center;
	the point where the stiffest or strongest spoke connects to the steering wheel rim on the inside;
	the midpoint of the shortest free (without a spoke) section of the steering wheel rim, which receives the impact of the headform;
	the point determined with the agreement of the Type Approval Authority and corresponding to the "worst position" of the steering wheel.
	The impact speed produced by the impact element on the steering wheel should be 24.1 km/h; this speed is achieved either using the engine alone or using an additional power unit.
	results
	In the above test procedure, the deceleration coefficient of the impactor is taken to be the arithmetic mean of the two decelerometers.
	Equivalent Test Procedures
	Alternative tests may be permitted with the consent of the Type Approval Authority, provided their equivalence is ensured. The approval documentation is accompanied by a report describing the method used and the results obtained.
	If an alternative method is used, its equivalence must be demonstrated by the manufacturer or his representative using the method. ) (document ECE/TRANS/WP.29/78/Rev.2). Appendix 7 Test procedure for the protection of occupants of electric vehicles from high voltage and from electrolyte leakage hazards This annex describes the test procedure to demonstrate compliance with the electrical safety requirements of clause 5.5. For example, measurements using a megger or oscilloscope may be an acceptable alternative to the insulation resistance procedure described below. In this case, it may be necessary to disable the on-board continuous insulation resistance monitoring system. Before performing a vehicle impact test, the high voltage bus voltage (V) (see Figure 1) is measured and recorded to ensure that it is within the vehicle operating voltage range specified by the vehicle manufacturer. Test circuit and test equipment set If the high voltage disconnect function is used, measurements are made on both sides of the device performing the disconnect function. However, if the high pressure disconnect device is an integral part of the REESS, or if the power conversion systems and the high voltage bus of the REESS or power conversion system remain protected by the IPXXB protection system after the impact test, then measurements can only be made between the disconnect devices and the electrical load. The voltmeter used for this test must measure DC current and have an internal resistance of at least 10 ohms. If voltage is being measured, the following instructions can be used. After the impact test, the voltage in the high-voltage bus is determined (V, V, V) (see Fig. 1). The voltage measurement is carried out no earlier than 5 seconds and no later than 60 seconds after the impact. This method is not applicable if no current is supplied to the electric drive during the test. Dimension V, V, V Assessment procedure in case of low potential electricity Before the impact, the switch S and the known discharge resistor R are connected in parallel to the corresponding capacitor (see Fig. 2). No earlier than 5 seconds and no later than 60 seconds after the impact, switch S is moved to the closed position and the voltage V and current are measured and recorded. The resulting values ​​of voltage V and current are integrated over the time period from the moment the switch S is moved to the closed position (t) until the moment when the voltage V drops below the high voltage limit level of 60 V DC (t). The resulting integrated value is equal to the total energy (TE) in joules: If V is measured at any time between 5 seconds and 60 seconds after impact, and if the capacitance X (C) of the capacitors is specified by the manufacturer, then the total energy (TE) is calculated using the following formula: b) TE = 0.5C(V - 3600Volt2) If V, V (see Fig. 1) is measured at any time between 5 seconds and 60 seconds after impact and the capacitance of the capacitors Y (C, C) is specified by the manufacturer, then the total energy (TE, TE) is calculated from the following formulas: c) TE = 0.5C (V - 3600) TE = 0.5C (V - 3600) This procedure is not applicable if the test is carried out in conditions where no current is supplied to the electric drive. An example of measuring the amount of energy contained in capacitors X of a high-voltage bus Physical protection After the vehicle is impact tested, any parts adjacent to high voltage components are opened, disassembled or removed without the use of any tools. All other adjacent parts are considered part of the physical protection system. To assess electrical safety, the articulated test pin described in Figure 1 in Appendix 1 is inserted into any gap or hole in the physical protection system with a test force of 10 N 10%. If the hinged test pin can be fully or partially inserted into the physical protection system, the pin must be inserted therein in each of the positions specified below. Starting from the straight position, both hinges of the test pin should be rotated at an angle gradually reaching 90 degrees with respect to the axis of the adjacent section of the pin, and then installed in each of the possible positions. Internal guards are considered as an integral part of the casing. A low voltage source (not less than 40 V and not more than 50 V) with a suitable lamp shall be connected in series between the hinge test pin and the high voltage live parts within the electrical enclosure or enclosure, as appropriate. Eligibility Criteria The requirements of paragraph 5.5.1.3 are considered to be satisfied if the hinged test pin described in Figure 1 in Appendix 1 cannot come into contact with high voltage live parts. A mirror or fiber endoscope can be used, if necessary, to determine whether the articulated test pin can come into contact with the high voltage busbars. If this requirement is checked by means of a signal circuit between the hinged test pin and the high voltage live parts, the lamp shall not light up. Insulation resistance The insulation resistance between the high voltage bus and the electrical chassis can be confirmed by either measurements or a combination of measurements and calculations. If the insulation resistance is confirmed by measurements, the following instructions should be followed. Measure and record the voltage (V) between the negative and positive terminals of the high voltage bus (see Fig. 1). Measure and record the voltage (V) between the negative terminal of the high voltage bus and the electrical ground (see Fig. 1). Measure and record the voltage (V) between the positive terminal of the high voltage bus and the electrical ground (see Fig. 1). If V is greater than or equal to V, then a known standard resistance (R) is installed between the negative terminal of the high-voltage bus and the electrical ground. After setting R, measure the voltage (V) between the negative terminal of the high-voltage bus and the electrical ground of the vehicle (see Fig. 3). Insulation resistance () is calculated using the formula below. The value obtained as a result of this calculation, which represents the electrical insulation resistance (in ohms), is divided by the operating voltage of the high-voltage bus in volts (V). (Ohm/V) = (Ohm) / operating voltage (V). Dimension V If V is greater than V, then a known standard voltage (R) is established between the positive terminal of the high-voltage bus and the electrical ground. After setting R, measure the voltage (V) between the positive terminal of the high-voltage bus and the electrical ground (see Fig. 4). Insulation resistance () is calculated using the formula below. R*(V/V - V/V) or = R*V*(1/V - 1/V) The result obtained, which is the value of the electrical insulation resistance (in ohms), is divided by the operating voltage in the high-voltage bus in volts (V). (Ohm/V) = (Ohm)/operating voltage (V) Dimension V Note: The known standard value of R (ohms) should equal the required minimum insulation resistance value (ohms/V) multiplied by the vehicle operating voltage of 20%. R does not have to be exactly the same as this value, since the equations are valid for any value of R; at the same time, the value of R in this range will allow you to measure the voltage quite accurately. Electrolyte leak To test the REESS for electrolyte leakage after the impact test, an appropriate coat of paint is applied to the physical protection system, if necessary. Unless the manufacturer specifies a method to distinguish between leaks of different liquids, leaks of all liquids are considered an electrolyte leak. REESS retention Compliance with this requirement is checked by visual inspection. Appendix 7 - Appendix 1 Hinged Test Pin (IPXXB) Hinged Test Pin Material: metal unless otherwise stated. Linear dimensions are given in millimeters. Tolerances for dimensions that do not have specific tolerances: a) at angles: 0/-10°, b) for linear dimensions: up to 25 mm: 0/-0.05° mm; over 25 mm: 0.2 mm. Both joints must allow movement in the same plane and in the same direction within an angle of 90° with a tolerance of 0° to +10°.