GB/T 30677-2014 PDF English
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Performance requirements and testing methods for electronic stability control system (ESC) for light vehicles
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GB/T 30677-2014: PDF in English (GBT 30677-2014) GB/T 30677-2014
GB
NATIONAL STANDARD OF THE
PEOPLE’S REPUBLIC OF CHINA
ICS 43.040.40
T 24
Performance requirements and testing methods for
electronic stability control system (ESC) for light vehicles
ISSUED ON. DECEMBER 31, 2014
IMPLEMENTED ON. JULY 1, 2015
Issued by. General Administration of Quality Supervision, Inspection and
Quarantine of the PRC;
Standardization Administration of the PRC.
Table of Contents
Foreword ... 3
1 Scope ... 4
2 Normative references ... 4
3 Terms and definitions ... 4
4 General ... 7
5 Performance requirements ... 7
6 Test conditions ... 13
7 Testing methods ... 14
8 ESC system technical documents ... 19
Appendix A (Informative) Ice and snow road test ... 20
Performance requirements and testing methods for
electronic stability control system (ESC) for light vehicles
1 Scope
This Standard specifies performance requirements and testing methods for
electronic stability control system (ESC) for light vehicles.
This Standard is applicable to electronic stability control system for Class M and
Class N vehicles with a maximum design total mass of not more than 3500 kg.
Class M and Class N vehicles with a maximum design total mass of 3500 kg or
more but not more than 5000 kg may refer to it for implementation.
2 Normative references
The following documents are indispensable for the application of this document.
For the dated references, only the editions with the dates indicated are
applicable to this document. For the undated references, the latest edition
(including all the amendments) are applicable to this document.
GB/T 12549 Terms and Definitions for Vehicle Controllability and Stability
GB 21670-2008 Technical requirements and testing methods for passenger
car braking systems
GB/T 26987-2011 Road vehicles - Measurement of road surface friction (ISO
8349.2002, IDT)
3 Terms and definitions
The terms and definitions defined in GB/T 12549 and the following are
applicable to this document.
3.1 Ackerman steer angle
δA
The inverse tangent of the ratio of the wheelbase to the low speed radius of
gyration.
[GB/T 12549-2013, Definition 3.1.1]
[GB/T 12549-2013, Definition 6.4.16]
3.6 Oversteer
The actual yaw rate of the vehicle at a certain speed is greater than the yaw
rate produced by the Ackerman steer angle.
[GB/T 12549-2013, Definition 7.3.3]
3.7 Understeer
The actual yaw rate of the vehicle at a certain speed is less than the yaw rate
produced by the Ackerman steer angle.
[GB/T 12549-2013, Definition 7.3.2]
3.8 Peak braking coefficient; PBC
Peak friction coefficient; PFC
The measured value of the friction coefficient of the maximum deceleration
which can be produced by the tire and the road surface under rolling state of
the tire.
3.9 Common space
An area with more than one but not simultaneously displayed alarm signal,
indicator, identifier, or other information.
3.10 Static stability factor; SSF
The geometric parameter which characterizes the static stability characteristics
of a vehicle.
SSF=T/2H
Where.
SSF - Static stability factor;
T - Tread2), in meters (m);
2) For vehicles with different axle treads, the average shall be used. For axles using combined
wheels, it shall be calculated according to the outer wheel.
mode which the driver selected in the previous travel, the ESC has more
than one control mode which can meet the requirements of 5.1.2 and 5.1.3;
then after the ignition system is restarted, the ESC shall be restored to the
initial default mode set by the manufacturer for the drive mode.
5.3.3 If the ESC control device is only to set the ESC to a control mode which
no longer satisfies the requirements of 5.1.1, 5.1.2, 5.1.3, and 5.1.4, it shall be
indicated by the identification symbol shown in Figure 3 or the word “ESC OFF”.
Figure 3 -- Identification symbol for ESC shutoff control
5.3.4 If the ESC control device can set the ESC to different control modes, and
at least one of the modes no longer satisfies the performance requirements of
5.1.1, 5.1.2, 5.1.3, and 5.1.4, it shall be indicated by the identification symbol
shown in Figure 2; and at a position close to this control mode, the word “OFF”
shall be marked.
For vehicles with ESC control mode controlled by a multi-function control device,
when the control device is in this mode, through the driver information display
system, it shall use the identification symbol specified in 5.3.3 or the word “ESC
OFF” to clearly display the control device being in this mode.
5.3.5 If the control device of other systems can also place the ESC in a mode
which no longer meets the performance requirements of 5.1.1, 5.1.2, 5.1.3, and
5.1.4, it is not necessary to use the method in 5.3.3 to indicate it.
5.4 ESC shutoff signaling device
5.4.1 If the manufacturer, in accordance with 5.3, installs a control device to
shut off or reduce the performance of the ESC, the signaling device
requirements of 5.4.2~5.4.5 shall be met, to alert the driver when the ESC
function is degraded. This requirement does not apply to the mode selected by
the driver as described in 5.3.2.b).
5.4.2 If the vehicle manufacturer sets a control mode in which the ESC does
not meet the requirements of 5.1.1, 5.1.2, 5.1.3, and 5.1.4, an alarm device
shall be set to indicate when the ESC is in this control mode.
5.4.3 The signaling device shall meet the following requirements.
6 Test conditions
6.1 Environmental conditions
6.1.1 The ambient temperature is 0 °C~45 °C.
6.1.2 For vehicles with a static stability factor greater than 1.25, the maximum
wind speed is not greater than 10 m/s. For vehicles with a static stability factor
not greater than 1.25, the maximum wind speed is not greater than 5 m/s.
6.2 Test road surface
6.2.1 The test shall be carried out on a dry, even, solid road surface. Undulating
and uneven road surface (for example, there is a sinking phenomenon or a
large crack) is not suitable for testing.
6.2.2 Unless otherwise specified, the peak braking coefficient (PBC) of the test
road surface shall, according to the provisions of Clause 6 of GB/T 26987-2011,
be determined on the dry road surface. Its value shall not be less than 0.9. As
an alternative, according to the method of 5.6.4 in GB 21670-2008, it can also
be determined.
6.2.3 The test road surface shall be a single slope. The slope shall be no more
than 1%.
6.3 Vehicle state
6.3.1 All tests shall be performed under the normal working state of the ESC.
6.3.2 The vehicle is in the state of complete vehicle curb weight. The total mass
of internal loading is 168 kg, including the test driver, test equipment, and
necessary counterweight sandbags. The counterweight sandbag is determined
according to the difference between the mass of test driver and test equipment
and the specified internal loading total mass (168 kg). It shall normally be placed
on the floor at the rear of the front passenger seat. If necessary, it can also be
placed in the foot area of the front passenger. All counterweight sandbags shall
be placed reliably, to avoid movement during the test.
6.3.3 The tire pressure shall be the recommended cold tire inflation pressure
by the vehicle manufacturer (see vehicle sign or tire inflation pressure
identification). If necessary, the inner tube can be installed to prevent the tire
from being detached.
6.3.4 To ensure the test safety, an anti-turn frame can be installed. Anti-turn
frame shall meet the following requirements.
(“RUN”) again, to confirm the ESC shutoff signaling device is extinguished, to
verify that the ESC is restarted as specified in 5.3.2.
7.4 Brake pretreatment
7.4.1 At an initial speed of 56 km/h, at an average deceleration of 0.5 g, the
vehicle is braked to stop, for a total of 10 times.
7.4.2 After completing the series braking with the initial speed of 56 km/h,
immediately at the initial speed of 72 km/h, the vehicle is fully braked to stop,
for a total of 3 times.
7.4.3 When performing the braking specified in 7.4.2, sufficient braking force
shall be applied to the brake pedal, so that the vehicle’s ABS is in operation at
the main stage of each braking process.
7.4.4 After completing the last braking of 7.4.2, by driving at a speed of 72 km/h
for 5 min, the brake is cooled.
7.5 Tire running-in
7.5.1 According to 7.5.2~7.5.4, the tires are run-in, so that the surface is
roughened, and the specified working temperature is reached. Then the test
items specified in 7.6 and 7.7 are carried out.
7.5.2 DRIVE the test vehicle clockwise along the 30 m diameter ring for 3 laps;
and then DRIVE counterclockwise for 3 laps. The driving speed shall be such
that the vehicle produces a lateral acceleration of approximately 0.5g~0.6g.
7.5.3 USE the sinusoidal steering input with a frequency of 1 Hz; TEST at a
speed of 56 km/h. The steering wheel angle peak shall be such that the vehicle
produces a lateral acceleration of 0.5g~0.6g. A total of 4 tests are performed.
Each test consists of 10 sinusoidal cycles.
7.5.4 When performing the last sinusoidal cycle of the last test, the steering
wheel angle amplitude is twice as large as that of the other cycles. The
maximum time interval allowed between all tests is 5 min.
7.6 Slow incremental steering test
7.6.1 The test vehicle shall, in a counterclockwise direction and a clockwise
direction respectively, be subjected to a set of slow incremental steering tests.
Each set of tests consists of 3 repeated tests. The maximum allowable interval
between tests is 5 min. The test shall be carried out at a constant vehicle speed
of 80 km/h±2 km/h. At an angular velocity of 13.5(°)/s, the steering wheel angle
successively increased, until the steering wheel angle amplitude of the last test
specified in 7.7.6 is reached.
7.7.6 If the calculated 6.5 A is less than or equal to 300°, the steering wheel
angle amplitude of the last test of each set of tests shall be a larger value of 6.5
A or 270°. If the steering wheel angle amplitude (maximum 6.5 A) of any of the
tests is greater than 300°, the steering wheel angle amplitude of the last test in
each set of tests is 300°.
7.7.7 After the two sets of tests are completed, according to 7.10, the yaw rate
and lateral acceleration data are post-processed.
7.8 Ice and snow road test
See Appendix A for the conditions and methods of ice and snow road test.
7.9 ESC fault detection
7.9.1 When the vehicle power system is off, by cutting off the power of any ESC
component or disconnecting the circuit connection between any ESC
components, one or more ESC faults are simulated. However, when simulating
any ESC fault, the circuit connections of the signaling device and/or the ESC
control device shall not be disconnected.
7.9.2 When the vehicle is stationary, and the ignition system switch is at “LOCK”
or “OFF”, SET the ignition system switch to the “Start” position, to start the
engine. No later than 30 s after the engine starts, DRIVE the vehicle; and within
2 min after its driving speed reaches 48 km/h±8 km/h, PERFORM at least one
left steering, one right steering, and one braking operation. The steering
operation shall be smooth; and shall not cause the vehicle to lose stability. After
completing the above operations, according to 5.2, confirm that the ESC fault
signaling device is lit.
7.9.3 STOP and SET the ignition system switch to the “OFF” or “LOCK” position.
After 5 min, SET the ignition system switch to the “Start” position, to start the
engine. Confirm that the ESC fault signaling device is lit again, indicating that
the fault exists and remains lit until the engine is stopped, or the fault is
eliminated.
7.9.4 SET the ignition system switch to the “OFF” or “LOCK” position.
RESTORE the ESC to the normal state; SET the ignition system switch to the
“Start” position, to start the engine; and PERFORM the operation specified in
7.9.2 again, to confirm that the signaling device is extinguished in the same or
similar time.
7.10 Data processing
of steering (COS). The time value at which the steering wheel angle returns to
zero point is determined by interpolation method.
7.10.9 The 1st yaw rate interval peak generated by the reverse rotation of
steering wheel is defined as the 2nd peak of yaw rate. The yaw rate values of
1.000 s and 1.750 s after the end of steering (COS) are determined by
interpolation method.
7.10.10 By integrating the corrected, filtered, and zeroed lateral acceleration
data, the lateral velocity value is determined. ZERO the lateral velocity of the
beginning of steering (BOS). By integrating the zeroed lateral velocity, the
lateral displacement is determined. ZERO the lateral displacement of the
beginning of steering (BOS). USE interpolation method to determine the lateral
displacement of 1.07 s after the beginning of steering (BOS).
8 ESC system technical documents
8.1 To ensure that the vehicle is equipped with an ESC which meets the
definitions in Clause 3, the vehicle manufacturer shall, when required by the
testing agency, provide the documents specified in 8.2~8.5.
8.2 The system block diagram which indicates all hardware of the ESC. It shall
indicate the components which produce braking torque for each wheel,
determine the yaw rate of the vehicle, and estimate the vehicle’s side slip angle
and the driver’s steering input.
8.3 A brief written description of the basic operating characteristics of the ESC.
It shall be described briefly how the system applies the braking torque to each
wheel, how to adjust the driving torque during ESC operation, and whether the
yaw rate of the vehicle is directly determined. In addition, the speed range and
driving conditions (acceleration, deceleration, uniform speed, ABS or TCS is
working) in which the ESC can operate shall be clarified.
8.4 Logic block diagram. It is used to to aid in the written description of 8.3.
8.5 Understeer information. A brief description of the relevant computer inputs
which control the ESC hardware and how to limit the understeer of vehicle.
A.2.4.2 To ensure the test safety, from the initial speed of 30 km/h, at an
amplitude of no more than 5 km/h, the test vehicle speed shall be gradually
increased.
A.2.4.3 During each test, the vehicle shall be accelerated to the specified test
speed. The vehicle speed shall be kept stable. The vehicle state shall be
adjusted so that the vehicle, along the entrance center line of test channel,
enters the test channel. At the moment when the vehicle enters the road section
1 shown in Figure A.1, Figure A.2 and passes through the road pile a, a′, it
triggers the recording of the vehicle speed at this moment, that is, the entrance
speed.
A.2.4.4 After the vehicle enters the test channel, the driver shall adjust the
steering device of the vehicle as much as possible to pass the test channel; but
shall not perform any acceleration and deceleration operations on the vehicle.
A.2.4.5 In the process of the vehicle passing through the test channel, if the
vehicle does not touch any of the marker pegs, and does not deviate from the
test channel, the test is considered valid. Otherwise, the test is considered to
have failed and a test shall be repeated.
A.2.4.6 If the vehicle fails 5 consecutive tests at a certain speed, the test is
terminated. The last effective test entrance speed is taken as the test result.
A.2.4.7 After the tests in the ESC turned on and off states are completed, the
maximum entrance speed in the two states is compared and analyzed. The
maximum entrance speed in the ESC turned on state shall be significantly
higher than that in the ESC off state.
A.3 Steady state cornering test (constant-radius cornering)
A.3.1 Test site and road requirements
A.3.1.1 The vehicle’s steady state cornering test shall be performed on a
uniform, flat, solid ice surface or on a road surface having a similar peak braking
coefficient (PBC). The peak braking coefficient (PBC) of road surface before
and after the test shall not change significantly. The test site shall be wide
enough to ensure the safety of the test.
A.3.1.2 The test channel shall be arranged with color-striking marker pegs. The
width and radius of test channel shall be in accordance with the provisions of
Figure A.3. The marker pegs shall, in the circumferential direction, be evenly
arranged at intervals of 15°.
......
Source: Above contents are excerpted from the PDF -- translated/reviewed by: www.chinesestandard.net / Wayne Zheng et al.
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