GB/T 13594-2003 PDF in English
GB/T 13594-2003 (GB/T13594-2003, GBT 13594-2003, GBT13594-2003)
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Antilock braking performance and test procedure for motor vehicles and their trailers
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| GB 13594-1992 | English | 279 |
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Vehicles anti-lock braking systems performance requiements and test procedures
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Standards related to (historical): GB/T 13594-2003
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GB/T 13594-2003: PDF in English (GBT 13594-2003) GB/T 13594-2003
NATIONAL STANDARD OF THE
PEOPLE’S REPUBLIC OF CHINA
ICS 43.040.40
T 24
Replacing GB 13594-1992
Antilock braking performance and test procedure for motor
vehicles and their trailers
ISSUED ON: JULY 01, 2003
IMPLEMENTED ON: DECEMBER 01, 2003
Issued by: General Administration of Quality Supervision, Inspection and
Quarantine of PRC
Table of Contents
Foreword ... 3
1 Scope ... 5
2 Normative references ... 5
3 Definitions ... 5
4 Categories ... 7
5 Performance requirements and test methods ... 8
Appendix A (Normative) ... 16
Appendix B (Normative) Utilization rate of adhesion coefficient ... 18
Appendix C (Normative) Braking performance on road pavements with different
adhesion coefficients (bisectional road pavement) ... 23
Appendix D (Normative) Selection method of road pavement with low adhesion
coefficient ... 24
Appendix E (Informative) Test procedure for vehicles equipped with antilock braking
systems ... 26
Antilock braking performance and test procedure for motor
vehicles and their trailers
1 Scope
This standard specifies the braking performance and test methods, which are required
for vehicles equipped with antilock braking systems.
This standard applies to the categories M, N motor vehicles and category O trailers,
which are equipped with antilock braking systems.
2 Normative references
The provisions in following documents become the provisions of this Standard through
reference in this Standard. For the dated references, the subsequent amendments
(excluding corrections) or revisions do not apply to this Standard; however, parties who
reach an agreement based on this Standard are encouraged to study if the latest versions
of these documents are applicable. For undated references, the latest edition of the
referenced document applies.
GB 4094 Motor vehicles - Symbols for controls, indicators and tell-tales
GB 12676-1999 Automobile braking systems - Structure, performance and test
methods
GB/T 15089 Classification of power-driven vehicles and trailers
GB/T 17619 Limits and methods of testing for immunity of electrical/electronic sub-
assemblies in vehicles to electromagnetic radiation
GB 18655 Limits and methods of measurement of radio disturbance characteristics
for the protection of receivers used on board vehicles (GB 18655-2002, IEC/CISPR
25:1995, IDT)
ISO 7638 The standard for connecting ABS/EBS systems of a trailer
3 Definitions
The following terms and definitions apply to this standard.
system, shall meet one of the following conditions.
4.2.1 Category A antilock braking system
Trailers, which are equipped with category A antilock braking systems, shall meet all
relevant performance requirements of this standard.
4.2.2 Category B antilock braking system
Trailers, which are equipped with category B antilock braking systems, shall meet all
relevant performance requirements of this standard, except 5.3.3.2.
5 Performance requirements and test methods
For tractors and air brake trailers, that are allowed to be towed by trailers, they shall
meet the requirements of braking coordination, in Appendix A of GB 12676-1999, when
fully loaded.
The current antilock braking system consists of sensors, controllers, modulators. Any
other systems of different structures, that may be adopted in the future or incorporating
antilock braking functions into other systems, are considered antilock braking systems,
as defined in this standard, as long as they provide the same performance, which is
specified in this standard.
5.1 General requirements
5.1.1 For any electrical failure or sensor malfunction, that affects the system function
and performance requirements, which are specified in this standard, including failure
of power supply, controller's external circuit, controller and modulator, dedicated
visible alarm signal shall be used to alarm the driver. The alarm signal shall meet the
requirements of GB 4094, for yellow alarm signal device.
Note: Before a unified test procedure is reached, the manufacturer shall provide the technical
department, with an analysis of the potential failure of the controller and its consequences. This
information shall be agreed upon, by the manufacturer and the technical department.
5.1.1.1 For the abnormality of the sensor, that cannot be detected under static conditions,
it shall be detected before the vehicle speed exceeds 10 km/h3). However, since the
wheels do not rotate, under static conditions, the sensor cannot generate vehicle speed
signals. To avoid generating wrong alarm signal, it may delay the detection BUT it shall
confirm that the sensor works normally, before the vehicle speed is more than 15 km/h.
5.1.1.2 When the vehicle is stationary BUT the antilock braking system is energized,
3 If there is no failure, the alarm single extinguishes, before the vehicle speed reaches 10 km/h or 15 km/h; the alarm
signal may light up again, when the vehicle is stationary.
braking system has been cut off OR the control mode has been changed: the warning
signal for antilock braking failure shall meet the requirements of GB 4094, for the
yellow warning signal device. The signal can be always on or flashing.
5.1.5.3 When the ignition switch is reset to the "ON" (running) position, the antilock
braking system must automatically re-engage or return to driving mode.
5.1.5.4 The vehicle's instruction manual, which is provided by the manufacturer, shall
warn the driver of the consequences of manually cutting off or changing the control
mode of the antilock braking system.
5.1.5.5 The device, which is mentioned in 5.1.5, can cut off or change the control mode
of the trailer's antilock braking system, when the trailer is attached to the tractor. Trailers
shall not use this device alone.
5.2 Special requirements for motor vehicles
5.2.1 Energy consumption
Motor vehicles, which are equipped with antilock braking systems, must maintain their
performance, under long-term full-travel service braking. The following tests shall be
carried out, to verify compliance with this requirement.
5.2.1.1 Test procedure
5.2.1.1.1 The initial energy level of the energy storage device shall comply with the
manufacturer's requirements. The size of its energy shall at least ensure that the vehicle
can achieve the performance, which is required by the service braking, when the vehicle
is fully loaded. The energy storage device of the pneumatic auxiliary equipment must
be isolated.
5.2.1.1.2 On a road pavement, which has an adhesion coefficient equal to or less than
0.3 5), a fully loaded vehicle brakes at an initial speed of not less than 50 km/h for a full
travel; the braking time is t; it shall take into account of the energy, which is consumed
by the indirectly controlled wheels, during the entire braking period; all directly
controlled wheels must be under the control of the antilock braking system.
5.2.1.1.3 Stop the engine or cut off the energy supply to the energy storage device.
5.2.1.1.4 When the vehicle is stationary, actuate the service brake, continuously for 4
full strokes.
5.2.1.1.5 When the 5th braking is performed, it must be ensured that the fully loaded
vehicle can at least achieve the specified emergency braking efficiency.
5 Before such road pavement is generally used, when the tire which is worn to limit value and the adhesion
coefficient reaches up to 0.4, it may be decided by the technical department through consideration; meanwhile it
shall record the actual value, tire model, road pavement conditions.
5.2.1.1.6 For vehicles, that are allowed to be attached to air brake trailers, the air supply
pipeline shall be closed, during the test, meanwhile a 0.5 L air reservoir shall be
connected to the control pipeline, according to 6.17.1.1 b) of GB 12676-1999. During
the 5th braking as specified in 5.2.1.1.5, the pressure of the control pipeline shall not be
lower than half of the energy level, which is obtained when braking with the initial
energy at full stroke.
5.2.1.2 Additional requirements
5.2.1.2.1 The road pavement's adhesion coefficient shall be measured by the test vehicle,
according to the method described in B.1.1 in Appendix B.
5.2.1.2.2 The brake test shall be performed, by a fully loaded vehicle, when the engine
disconnected and running at idle speed.
5.2.1.2.3 The braking time t is determined by the formula t = vmax/7 (not less than 15 s),
where the unit of t, in the formula, is s; the vmax is the maximum design speed (km/h),
which has an upper limit of 160 km/h.
5.2.1.2.4 If the time of one braking cannot reach the t value, the braking can be carried
out in stages, but the maximum is 4.
5.2.1.2.5 If the test is carried out in stages, energy shall not be supplemented, between
each braking.
From stage 2 onwards, corresponding to the energy consumption at the start of braking,
it can be considered minus 1 from the 4 full-stroke actuations, which is specified in
5.2.1.1.4 (and 5.2.1.1.5, 5.2.1.1.6, 5.2.1.2.6); it applies to each braking in the 2nd, 3rd,
4th stages of the test, which is specified in 5.2.1.1.
5.2.1.2.6 After the 4th actuation, when the vehicle is stationary, if the energy in the
energy storage device is equal to or higher than the energy required for emergency
braking of the fully loaded vehicle, then it is deemed as meeting the performance
specified in 5.2.1.1.5.
5.2.2 Utilization rate of adhesion coefficient
5.2.2.1 For the utilization rate of the adhesion coefficient of the antilock braking system
it shall consider that the actual braking distance exceeds the theoretical minimum value.
If ε ≥ 0.75 is satisfied, the antilock braking system is considered to meet the
requirements, where ε is the utilization rate of adhesion coefficient, which is defined in
Appendix B.1.2.
5.2.2.2 The utilization rate of the adhesion coefficient, ε, shall be measured, at an initial
speed of 50 km/h, on two road pavements, which have an adhesion coefficient equal to
or less than 0.3 5) and about 0.8 (dry road pavement), respectively. In order to eliminate
the influence of different temperatures of the brake, it is recommended to measure zAL
5.2.3.2 When an axle drives from a road pavement, which has high adhesion coefficient
kH, to a road pavement, which has low adhesion coefficient kL, meanwhile kH ≥ 0.5 and
kH/kL ≥ 2 8), if braking rapidly with full force 6), THEN, the directly controlled wheels
shall not lock. The driving speed and the timing of braking shall be so determined that
the antilock braking system can fully circulate on the road pavement, which has high
adhesion coefficient; meanwhile the vehicle drives from the road pavement with high
adhesion coefficient to the road pavement with low adhesion coefficient, at the high
and low speeds, which are specified in 5.2.3.1.
5.2.3.3 When the vehicle is driving from a road pavement, which has low adhesion
coefficient (kL), to a road pavement, which has high adhesion coefficient (kH),
meanwhile kH ≥ 0.5 and kH/kL ≥ 2 8), if braking with full force, THEN, the deceleration
of the vehicle shall be increased significantly, within a suitable period of time;
meanwhile the vehicle shall not deviate from the original driving route. The driving
speed and braking time shall be so determined that the antilock braking system can fully
cycle on road pavement, which has low adhesion coefficient; the vehicle is driven from
one road pavement to another, at a speed of about 50 km/h.
5.2.3.4 For vehicles equipped with category 1 or category 2 antilock braking systems,
when the left and right wheels of the vehicle are located on the road pavements, which
have two different adhesion coefficients (kH and kL), meanwhile kH ≥ 0.5 and kH/kL ≥ 2
8), if braking at full force 6), at an initial speed of 50 km/h, THEN, the directly controlled
wheel shall not lock.
5.2.3.5 In addition, a fully loaded vehicle, which is equipped with a category 1 antilock
braking system, shall have the braking strength as specified in Appendix C, under the
conditions of 5.2.3.4.
5.2.3.6 During the tests, which are specified in 5.2.3.1, 5.2.3.2, 5.2.3.3, 5.2.3.4, 5.2.3.5,
the wheels are allowed to lock up shortly. In addition, the wheels are also allowed to
lock, when the vehicle speed is below 15 km/h. Likewise, indirectly controlled wheels
are allowed to lock at any speed, BUT it shall not affect the vehicle's driving stability
and steering ability.
5.2.3.7 During the tests specified in 5.2.3.4 and 5.2.3.5, steering can be used to correct
the driving direction; the steering wheel's angle shall not exceed 120°, within the initial
2 s; the total steering angle shall not exceed 240°. In addition, at the beginning of these
tests, the longitudinal center plane of the vehicle shall pass through the boundary,
between the road pavements, which have high and low adhesion coefficients. No part
of the tire (casing) shall cross this boundary, during the test.
5.3 Special requirements for trailers
5.3.1 Energy consumption
8 kH is the high cohesion coefficient, kL is the low cohesion coefficient. kH and kL are measured, in accordance with
the provisions of Appendix B.
After a period of full-travel braking with the service brake, a trailer, which is equipped
with an antilock braking system, shall ensure that it has enough energy to stop, within
an appropriate distance.
5.3.1.1 The following procedures shall be followed, to check whether the above
requirements are met. The test is carried out on a flat road pavement, which has a good
adhesion coefficient 9), when the vehicle is unloaded; the brake clearance is adjusted
as small as possible; the proportional valve/load-sensing valve (when equipped) is
placed in the "full load" position, throughout the test.
5.3.1.2 For the air brake system, the initial energy of the trailer's energy storage device
shall be equivalent to the energy, when the pressure at the air supply pipeline joint of
the trailer is 0.8 MPa.
5.3.1.3 At an initial speed of at least 30 km/h, apply full stroke braking to the brakes
for t = 15 s, during which all wheels shall be under the control of the antilock braking
system. During the test, the energy supply to the trailer's energy storage device shall be
cut off.
If a braking time cannot reach t = 15 s, it can be carried out in stages. During braking,
energy shall not be supplemented to the energy storage device. From stage 2 onwards,
it shall consider the additional energy consumption for charging the brake chambers,
for example, the following test procedure can be used.
At the beginning of the first stage, the pressure in the trailer's energy storage device is
the pressure, which is described in 5.3.1.2. At the beginning of each subsequent stage,
after braking, the pressure in the energy storage device shall not be lower than the
pressure in the energy storage device, at the end of the previous stage of braking.
The braking time of each subsequent stage is calculated from the time, when the
pressure of the trailer's energy storage device is equal to the pressure at the end of the
previous stage of braking.
5.3.1.4 After the braking test, the vehicle is stationary; carry out 4 full-stroke actuation,
for the service brake. At the 5th braking, the pressure in the working circuit is sufficient
to make the sum of the braking force of the wheel periphery not less than 22.5% of the
sum of the maximum static load of the wheel, meanwhile it will not cause any braking
system to brake by itself, without the control of the antilock braking system.
5.3.2 Utilization rate of adhesion coefficient
5.3.2.1 If the braking system, which is equipped with antilock braking system, satisfies
ε ≥ 0.75, it is considered to meet the requirements, where ε is the utilization rate of the
adhesion coefficient, which is defined in Chapter B.2. This condition shall be checked,
9 If the adhesion coefficient of the test track is too high, the antilock braking system cannot be fully circulated, AND
the test can be carried out on a road pavement, which has a lower adhesion coefficient.
Appendix E
(Informative)
Test procedure for vehicles equipped with antilock braking systems
E.1 General
The vehicle manufacturer shall provide the details of the test vehicle (including
coordination calculations); declare the type of antilock braking system.
The test shall select a road pavement, which has a low adhesion coefficient, according
to the requirements of Appendix D; report the details of the specified information to the
technical department.
This test procedure shall be carried out, after all the type 0 tests have been completed,
before type I and type II tests.
Note: In the following, "full force" refers to the maximum control force of the vehicle, which
is specified in Chapter 5 of GB 12676-1999; if it is required to make the antilock braking system
work, a larger force can be used.
E.2 Measuring instruments
E.2.1 Wheel speed/vehicle speed measuring device (accuracy not less than 1%),
deceleration measuring instrument (accuracy not less than 5%), data processing
recorder.
E.2.2 Pedal force sensor (accuracy not less than 2%), pipeline pressure sensor (accuracy
not less than 2%), pressure regulating device (accuracy not less than 2%), thermometer
(accuracy not less than 5%).
E.2.3 If necessary, it must install equipment, to monitor whether the wheels are locked
and the locking time (accuracy not less than 0.1 s).
E.2.4 When measuring the k value, it needs installing a pressure-limiting valve, which
has an adjustable pressure (accuracy not less than 2%), in the pipeline connecting each
wheel.
E.3 Test conditions
E.3.1 The test site and climatic conditions are as specified in 6.1 and 6.2 of GB 12676-
1999, respectively.
E.3.2 The road pavement types are as follows:
Road pavement of low adhesion coefficient, which has an adhesion coefficient less
than or equal to 0.3;
Road pavement of high adhesion coefficient, which has an adhesion coefficient of
about 0.8;
Bisectional road pavement;
Joint road pavement.
E.4 Test preparation
E.4.1 Check the information, which is provided by the automobile manufacturer, to
confirm the type of antilock braking system.
E.4.2 Vehicle loading shall be in accordance with the provisions in 6.3 of GB 12676-
1999.
E.4.3 The vehicle is prepared according to the provisions in 6.4 of GB 12676-1999.
E.4.4 Confirm that the test instrument, which is specified in Chapter E.2, has been
installed on the vehicle and calibrated.
E.5 General inspection
E.5.1 Inspection of alarm devices
E.5.1.1 Check that the special yellow warning signal device specified in 5.1.1 is
installed; the signal is clearly visible even in the daytime; the driver shall be alarmed,
when the antilock braking system fails.
E.5.1.2 When the vehicle is stationary and the antilock braking system is powered on,
the alarm signal lights up. The system self-checks; if there is no fault, the alarm signal
goes out. During inspection, the electronically controlled air pressure regulating valve
shall be cycled, at least once.
E.5.1.3 Sensor abnormalities, that cannot be detected under static conditions, shall be
detected before the vehicle speed exceeds 10 km/h. However, since the wheel does not
rotate under static conditions, the sensor cannot generate a vehicle speed signal. In order
to prevent false alarm signals from being issued, the detection can be postponed, BUT
the sensor shall be confirmed to work normally, before the vehicle speed is greater than
15 km/h.
E.5.1.4 For motor vehicles (except categories M1 and N1 vehicles), that are equipped
with antilock braking systems AND allow the attachment of trailers equipped with
antilock braking systems, it shall also be confirmed that a separate light alarm signal is
installed for the trailer's antilock braking system, meanwhile it is inspected, in
accordance with E.5.1.1, E.5.1.2, E.5.1.3. When a trailer without an antilock braking
system is subject to full cycle, on the road pavement, which has a low adhesion
coefficient; the vehicle drives from the road pavement, which has a low adhesion
coefficient, to the road pavement, which has a high adhesion coefficient, at a speed of
about 50 km/h.
E.6.1.3.3 Bisectional road pavement test
This test applies to vehicles, which are equipped with category 1 or category 2 antilock
braking systems.
At the beginning of the test, the left and right wheels of the vehicle are respectively
located on the road pavements, which have two different adhesion coefficients (kH and
kL), kH ≥ 0.5 and kH/kL ≥ 2; the longitudinal center plane of the vehicle passes through
the junction of the road pavements, which have high and low adhesion coefficients.
Brake rapidly at full force, at an initial speed of 50 km/h, to check that the directly
controlled wheel is not locked, AND that no part of the tire (casing) has crossed this
junction.
During the test, the steering can be used, to correct the driving direction, BUT the
turning angle of the steering wheel shall not exceed 120°, within the first 2 s; the total
turning angle shall not exceed 240°.
E.6.2 Full load test
Load the vehicle to full load, as specified.
E.6.2.1 Determination of utilization rate of adhesion coefficient on road pavement with
low adhesion coefficient
Carry out test, with reference to E.6.1.1.
E.6.22 Determination of utilization rate of adhesion coefficient on road pavement with
high adhesion coefficient
Carry out test, with reference to E.6.1.2.
If the full cycle of the antilock braking system cannot be achieved, by applying the
specified force on the control device, the utilization rate of adhesion coefficient ε is no
longer measured.
E.6.2.3 Additional inspections
E.6.2.3.1 Carry out test, with reference to E.6.1.3.
E.6.2.3.2 For vehicles, which are equipped with category 1 antilock braking system,
when conducting a bisectional road pavement test, the braking strength shall be
measured, which shall meet the following requirements:
energy of the trailer's energy storage device is equivalent to the energy, when the
pressure at the air supply pipeline joint of the trailer is 8.0 MPa.
E.7.3.3 During the test, the energy supply to the energy storage device shall be cut off.
E.7.3.4 At an initial speed of at least 30 km/h, apply full-stroke braking to the brakes,
for 15 s. During this period, all wheels must be under the control of the antilock braking
system.
E.7.3.5 If one braking time cannot reach 15 s, it can be carried out in stages. During
braking, the energy storage device of the trailer shall not be replenished. However, from
stage 2 onwards, it shall consider the additional energy consumption, for charging the
brake chambers, for example, the following test procedure can be used:
At the beginning of the first stage, check that the initial energy of the trailer's energy
storage device is equivalent to the energy, at a pressure of 0.8 MPa, at the joint of the
trailer's air supply pipeline. At the beginning of each subsequent stage, after braking,
the pressure in the energy storage device shall not be lower than the pressure in the
energy storage device, at the end of the previous stage of braking.
The braking time of each subsequent stage is calculated, from the time when the
pressure of the energy storage device is equal to the pressure, at the end of the previous
stage of braking.
E.7.3.6 After the braking test, the vehicle is stationary, perform 4 full-stroke actuations
for the service brakes.
E.7.3.7 During the 5th braking, check that the pressure in the working circuit is sufficient,
so that the sum of the braking forces, at the wheel periphery, is not less than 22.5% of
the sum of the maximum static loads of the wheels, AND does not make any braking
system self-brake, without the control from the antilock braking system. This test can
be determined, by braking on a road pavement, which has a high adhesion coefficient.
E.8 Coordination inspection
E.8.1 For tractors that are allowed to be attached to trailers AND air brake trailers,
check the brake coordination calculation, which is provided by the manufacturer, to
confirm that they meet the requirements of Appendix A of GB 12676-1999, when fully
loaded.
E.8.2 For a vehicle, which is equipped with a category 3 antilock braking system, if
there is an axle (or axle group), that does not have directly controlled wheels, THEN, it
shall use calculation, to check whether the calculation results of the utilization rate of
the adhesion coefficient of this axle (or axle group) AND the wheel locking sequence,
meet meets the requirements in Appendix A of GB 12676-1999, for the utilization rate
of adhesion coefficient and wheel locking sequence, under different braking strengths
and loads.
......
Source: Above contents are excerpted from the PDF -- translated/reviewed by: www.chinesestandard.net / Wayne Zheng et al.
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