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Keynote Speech at the 25th Asia Expert Meeting

2 March, 2011 , Bangkok, Thailand

Hiroshi Morita Director of Technical section

JAPAN AUTOMOBILE STANDARDS INTERNATIONALIZATION CENTER

http://www.jasic.org

プレゼンター

プレゼンテーションのノート

Good Morning, Ladies and Gentlemen, my name is Hiroshi Morita, Director of Japan Automobile Standards Internationalization Center, JASIC. On behalf of JASIC, I would like to extend our heartfelt appreciation to all the people who are kindly taking part in this 25th Asia Expert Meeting which Department of Land Transport of Thailand organizes on the themes for Steering (R12 and R79). Also I am very pleased that you accepted us as experts from Japan. I guarantee that our presenters today from JASIC, Mr.Nagashima, and Mr Kaneshina are the most suitable persons to discuss your interests here. JASIC was established in October 1987 to support the activities of the Japanese government. And this year is celebrating its 24th year. During those years, you have concurred with the activities and objectives of JASIC with which Asian countries , of course including your country, have jointly held Government/Industry Meetings and voluntarily held expert meetings to represent the Asian region in firmly establishing standard harmonization activities. I would like to take this opportunity to thank you for your efforts.

http://www.jasic.org/j/top.htm�

JASIC ACTIVITIES

Contents1. What is JASIC

1-1 Establish & Purpose1-2 Organization & Member

2. Harmonization Activities 2-1 Activity for WP29 2-2 Activity for Asia


1. What is JASIC

1-1 Establish & Purpose

1-2 Organization & Member


1977 Started continuous participation in WP29 in an observer status

1987 Established JASIC

Purpose：Assist the MLIT-Japan in promoting the international harmonization of automobile technical regulations and certification system cooperate with government and industry

1998 Acceded to the 1958 Agreement

History of Japanese activities on UNECE/WP29

1-1 Establish & Purpose


Ministry of Land, infrastructure,Transport and Tourism

Ministry of Economy, Trade and Industry (METI)

Ministry of Environment (MOE)

Light Motor Vehicle Inspection Organization

National traffic safety and environment laboratory (NTSEL)

The Japan Automobile Research Institute (JARI)

Society of Automotive Engineers of Japan, Inc. (JSAE)

Automobile Inspection & Registration Association

Cooperating organizations

Japan Automobile Manufacturers Association,Inc. Japan Auto Parts Industries AssociationJapan Automobile Importers AssociationJapan Automotive Service Equipment AssociationJapan Auto-Body Industries Association,Inc. The Japan Automobile Tyre Manufacturers Association,Inc.Flat Glass Manufacturers Association of JapanJapan Land Engine Manufacture Association

Government of Japan

Industry organizationsCommitteeSecretariat

Head Office/Tokyo

Geneva Office

Washington Office

1-2 Organization & Member


Consultative CouncilAdvisory Committee

International Cooperation Committee

Inspection and Maintenance Systems Research Committee

WP 29 SC

Lighting and Light-signaling Devices SC

Breaks and Running Gear SC

Noise SC

Pollution and Energy SC

General Safety SC

Passive Safety SC

1. JASIC G/I Meeting

2. JASIC Expert Meeting

3. Seminar

4. Public Relations etc

Support Asian Countries - to participate WP29- to accede the 1958 agreement- to introduce ECE regulations

Regulation and Certification Systems

Committee

1-2-2 Organization of Committees

Total expert number: 896(Include Sub-committees)

Technicalassistance

Organize

Sub Committees


Geneva Office

Washington Office

1st Technical section

Administration section Accounting and Personnel

Activities of WP29 and GRs

2nd Technical section Activities for Asia

1-2-3 Organization of Head Office Head Office/Tokyo Japan

Director General

Executive director


2. Harmonization activities

2-1 Activity for WP29

2-2 Activity for Asia


1. Propose new ECE 2. Modify existed ECE

IntroduceECE Reg.

JASIC Committee

Harmonization of Reg.

UN/WP29 + GRs

Mutual Recognition of Certification

Support Asian Countries to participate WP29

1. JASIC G/I Meeting2. JASIC Exp. Meeting3. Training Seminar

2-1 Activities for WP29


10

Our Goalestablish an internationally uniform type approval system and realize mutual recognition (MR)of approval among different nations.

Specifically, upgrade the current approval system under the 1958 Agreement, which covers “MR of approval of vehicle construction and equipment”, to the “whole vehicle” level.

Mutual recognition of approval of vehicle construction and equipment

Vehicle type approval required to be obtained from each country

Current System

Mutual recognition of approval at the whole vehicle level

Vehicle type approval not required to be obtained from each country

System in Our Goal

2-1-2. Concept of IWVTA


2-2 Activities for ASIA

A) G/I meeting

B) Expert Meeting


Indonesia, Malaysia, Japan, India, Thailand, Vietnam, Philippine, Australia, Korea, Hong Kong, China, Taiwan, Singapore, Brunei, South Africa, German, Laos, Myanmar, Netherlands: 19 Countries (Total Participant = 2,000 up to Y2009)

Participant country

History

1st 2nd 3rd 5th 6th 8th 9th 10th 11th 12th 13th 14th 15th

4th 7th

1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2011

National flag shows the host country

A) G/I meeting


19 - 20 January 2011Tokyo, Japan

China, India, Indonesia, Malaysia, Laos, Philippines, Singapore, Thailand, Vietnam, Taiwan, Cambodia, Myanmar, Brunei, ASEAN, UN, EU, Japan [17 Countries and Economy]

Date

Participants

Place

--- First day 19th Jan. ----*Welcome Speech*Welcome Address*Opening Remark*Keynote Speech*Report: Governments and Industries etc.*Round Discussion

--- Second day 20th Jan. ----*Latest development of international conference*Report on the Expert Meetings*Plan of the Expert Meetings *Panel Discussion*Wrap Up

Program

15th G/I meeting in Japan (Jan. 2011)


EX Meeting

Request

ECE items

Purpose To understand UN/ECE Vehicle Regulations and improve the knowledge, skills, methods also the certification system, COP practically through the whole vehicle approval systems under the 1958 Agreement.

G/I meeting

ProcessArrange Experts and dispatch them to the country to carry out the Expert Meeting

Each requested country arrange the venue and collect the audiences

①

④

②

③

HistoryInter

communication

2003: 01. Thailand *Lamp2005: 02. Indonesia *1958 Agree. 2005: 03. Thailand *Brake2006: 04. Philippines *1958 Agree.2006: 05. Hong Kong *Approval2006: 06. Thailand *Belt, Seat etc.2007: 07. Philippines *Admin.2007: 08. Indonesia *Accession, ECE2007: 09. Vietnam *1958 Agree.2007: 10. India *Approval, MRA2007: 11. Indonesia *Noise

2008: 12. Thailand *HL, Brake2008: 13. Indonesia *Glass2008: 14. Thailand *Noise, OBD2008: 15. Malaysia *Belt, Seat etc. 2008: 16. Indonesia *Emission2009: 17. Philippines *Approval etc. 2009: 18. Philippines *Belt, Tyre2009: 19. Malaysia *MRA, Lamp2009: 20. Vietnam *Glass2009: 21. Philippines *Noise, Glass2010: 22. Vietnam *Emission, Tyre2010: 23. Malaysia *Brake2010: 24. Indonesia *Brake

B) What is Expert Meeting


Expert meetings in 2011

Organization Timing Theme

Thailand Mar. 2011 R12 (Steering Mechanism) , R79 (Steering Equipment)

Philippines 2011 R75(2-3 wheels tires)

Vietnam 2011 R112 (Head lamps)

Malaysia 2011 Protection of Occupants (Vehicle Crash)

Myanmar Oct. 2011 TBD

China 2011 TBD


Future plan for Expert meetings

Organization Timing Theme

Thailand 2012 R100, R80

Thailand 2013 R123, R13H (ESC)

Malaysia 2012 Noise & Exhaust Emission

Malaysia 2013 Vehicle Projection (Interior & Exterior)

Indonesia 2012 Lamp Installation (R48 and R53)


Japan Automobile Standards Internationalization Center

Contact address : [email protected]

Thank you for your attention


ECE Regulation No. 12

(STEERING MECHANISM)

Technical Requirements

March 2, 2011

Hiroshi Nagashima

PASSIVE SAFETY SUBCOMMITTEE in JASIC

Japan Automobile Standards Internationalization Center

1. Scope, approval type and test item

2. Frontal-impact test against a barrier

• Outline, requirements and conditions

• Measurement instruments

• Test image

• Displacement amount measurement method

• Steering column shaft backward movement control mechanism

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A3. Body block test

• Outline and jig setting

• Test image

• Instruments

• Requirements and test conditions

• Test setting

• Velocity measurement method and airbag inflation method

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A4. Headform test


• Test image

• Instruments


• Test setting


5. Steering impact absorption technology

6. Facility implementation concerns

7. ECE No. 21 (Item 2.18 and Annex 10) Radius requirement and projection inspection method

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A8. Procedure for determining the “H” point and the actual torso angle for seating positions in motor vehicles

• Outline, requirements, instruments and procedure

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A

Contents

*Among above described tests, frontal-impact test against a barrier and body block test are

deemed to be met if the vehicle equipped with such a steering system complies with the

specifications of applicable paragraph of Regulation ECE No.94 Protection of the occupants

in the event of a frontal collision.

Test in which a rigid hemispherical headform with 165 mm in

diameter and a mass of 6.8 kg released from horizontal impactor

strikes a steering controlHeadform test

Test in which a body block, with a mass of around 36 kg, strikes a

steering control after an approximately straight trajectory parallel

to the longitudinal axis of the vehicle

Body block test

Test in which an unladen vehicle, in running order, without a

manikin, is collision-tested against a barrier at a speed of 48.3

km/h (30 mph)

Frontal-impact test

against a barrier

Test

item

The approval of a steering control type with regard to the

protection of the driver against the steering mechanism in the

event of impact

Steering control type

approval

The approval of a vehicle type with regard to the protection of the

driver against the steering mechanism in the event of impact Vehicle type approval

Approval

type

This Regulation applies to the behaviour of the steering mechanism of motor vehicles of

category M1, and vehicles of category N1, with the maximum permissible mass less than

1,500 kg, with regard to the protection of the driver in a frontal collision.

At the request of a manufacturer, vehicles other than those mentioned in paragraph 1.1.

above may be approved under this Regulation.

Scope

1. Scope, approval type and test items

Deemed to be met if the vehicle equipped with such a steering system complies with the specifications of

paragraph 5.2.2. of Regulation No. 94, 01 series of amendments

ECE No.94, 5.2.2.

Residual steering wheel displacement, measured at the centre of the steering wheel hub, shall not

exceed 80 mm in the upwards vertical direction and 100 mm in the rearward horizontal direction.

Annex 3, 2.4.5

The steering wheel, if adjustable, shall be placed in the normal position indicated by the

manufacturer or, failing that, midway between the limits of its range(s) of adjustment.

2.18

"Mass of the vehicle in running order" means the mass of the vehicle unoccupied and

unladen but complete with fuel, coolant, lubricant tools and spare wheel, if provided as

standard equipment by the vehicle manufacturer, and propulsion battery tray(s) including the

monoblocs of the electric vehicle's propulsion battery. VehicleConditions

Requirements

5.1

Displacement amount of the top of the steering column and its shaft:

Upward displacement ≦12.7cm, Backwards displacement ≦12.7cm

Test to measure the amount of backwards and upwards displacement of the

top of the steering column and its shaft when an unladen vehicle, in running

order, is collision-tested against a fixed barrier at a speed of 48.3 km/h (30

mph)

Outline


The maximum lateral misalignment tolerated between the vertical median line of the front of the vehicle and the vertical median line of the collision wall ≦300 mm.

Backwards displacement: no more than 127 mm

・Of reinforced concrete

・Weight: 70metric tons

・Thickness: 20±2 mm

3m

1.5

m

Upward displacement:

no more than 127 mm

At least 5 m before the barrier shall be horizontal, flat and smooth.

48.3 km/h

Measurement method

Annex 3, 2.6

The instrument used to record the speed referred to in paragraph 2.5. above shall be

accurate to within 1%.

6.1

All measurements should be done on the basis of ISO 6487:1987.

ISO 6487 4.10

The velocity of the headform impactor shall be measured at some point during the free

flight before impact, in accordance with the method specified in ISO 3784.

Impact velocity Measurement instruments

Measurements


Test image Velocity measurement method:

Attach a plate with 200 mm in width to a vehicle.

Measure the time for the plate to passes the sensor and calculate the velocity.


Velocity Plate

High speed Camera

Trigger switch

Displacement amount measurement method

7.2

mm

30.8

23.6

・Use high-speed

camera to obtain

interior image.

・Use image analysis

software and quantify

displacement amount

of the top of the shaft.

Reference point

・A metal bar is attached to the

column shaft so that it is easier to

observe its displacement.

・LED light is attached to the top so

that so that it is easier to confirm a

visual image.


Steering column shaft backward movement control mechanism

1. Steering gear box moves backward when the vehicle body deforms by an impact.

2. The displacement is absorbed by the yoke joint so that the column shaft top does not

displace.

Yoke joint

Steering gear box

Column shaft end

1

2


Question and Answer Session

Please feel free to ask if you have any questions.





• Test image





• Test image

• Instruments


• Test setting




• Test image

• Instruments


• Test setting







- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A

Contents

Steering control type approval

Multi-purpose jig

On a framework simulating the

mounting of the steering

mechanism provided that, it has

the same geometrical layout and

greater rigidity.

The front section of the vehicle

obtained by cutting the body

transversely at the level of the

front seats, and eliminating the

roof, windscreen and doors.

W/BActual vehicle

Jig

setting

The steering wheel, if adjustable, shall be placed in the normal position indicated by the manufacturer or, failing that,

midway between the limits of its range(s) of adjustment.

Vehicle type approval

Test in which a body block, with a mass of around 36 kg, strikes a steering

control after an approximately straight trajectory parallel to the longitudinal

axis of the vehicle*Any method of propulsion may be used, provided that when the body block strikes the steering control it is free

from all connection with the propelling device.Outline

Performance requirements

Under a load of 800 daN

producing a couple of 160

m.daN in relation to the

point "B", the displacement

in any direction of the point

"A" shall be lower than 2

mm.

3. Body block test

Test image

3. Body block test

Instruments (Specification)

Right/Left:

3070 mm

Travel distance

of the instrument

30 km/hMaximum velocity

Equipped with a

velocity indicatorRemarks

Body block test

Headform test

Upward/Downward:

1000 - 2400 mm

Forward/Backward:

200 mm

600 mmEffective stroke

Purpose

Linear impactorName

3. Body block test

Measurement instruments

Annex 4, 2.7.1.4

The instrumentation used shall comply with ISO 6487:1987 unless otherwise specified in this

Regulation.

ISO 6487:1987 5.6.2.1.2

The error shall be less than 1% of the channel amplitude class.

Annex 4, 2.7.1

The instrumentation used to record the parameters referred to in paragraph 5.2. of this

Regulation shall enable the measurements to be made with the following accuracy:

Annex 4, 2.7.1.1

Speed of body block: within 2%;

Annex 4, 2.7.1.2

Time recording: within 1/1000 second;

Measurement of force

Measurements

3. Body block test

The most flexible partThe most rigid spoke

Two pointsTest point

2.2.1

Measurements shall be made of the maximum force, acting horizontally and parallel to the

longitudinal axis of the vehicle, applied to the body block as a result of impact against the steering

control.

This force may be measured directly or indirectly or may be calculated from values recorded

during the test.

Force

Measurement

2.4.1,

2.4.2

If the steering control is fitted with a steering wheel air-bag, the test shall be carried out with the

air-bag inflated. At the request of the manufacturer and with the consent of the technical service

the test may be carried out without the air-bag inflated.

Air-bag

2.2.3

Test

Conditions

Annex 4

After any impact test prescribed in paragraphs 5.2. and 5.3. the part of the steering control surface

directed towards the driver shall not present any sharp or rough edges likely to increase the

danger or severity of injuries to the driver. Small surface cracks and fissures shall be disregarded.

After

the test

5.4.1.1

When the steering control is struck by a body block released against this control at a relative

speed of 24.1 km/h (15 mph), the force applied to the body block by the steering control shall not

exceed 1,111 daN.

During

the test

5.2

Before the impact test prescribed in paragraphs 5.2. and 5.3. above no part of the steering control

surface, directed towards the driver, which can be contacted by a sphere of 165 mm in diameter

shall present any roughness or sharp edges with a radius of curvature of less than 2. 5 mm.

In the case of a steering control equipped with an airbag, this requirements shall be deemed

satisfactory if no part, which can be contacted by a sphere of 165 mm in diameter, contains any

dangerous sharp edges, as defined in paragraph 2.18. of Regulation No. 21, likely to increase the

risk of serious injury to the occupants.

Before

the test

5.4.1

Requirements

3. Body block test



2.2.1


longitudinal axis of the vehicle, applied to the body block as a result of impact against the

steering control.

This force may be measured directly or indirectly or may be calculated from values

recorded during the test.

Force

measurement

2.4.1,

2.4.2




Air-bag

2.2.3

Test

conditions

Annex 4




After

the test

5.4.1.1



exceed 1,111 daN.

During

the test

5.2








Before

the test

5.4.1

Requirements

3. Body block test

Measured at 3 axis resultant value (The worst condition)

3 axis load cell



2.2.1



control.


during the test.

Force

measurement

2.4.1,

2.4.2




Air-bag

2.2.3

Test

conditions

Annex 4




After

the test

5.4.1.1



exceed 1,111 daN.

During

the test

5.2








Before

the test

5.4.1

Requirements

3. Body block testDetermine the most rigid spoke

Spoke (Side) has a greater rigidity due to the greater width and thickness

Spoke (Bottom)

Rear view

Spoke (Side)

Width

and

thickness

Front view

Frame

figure

A point which has a greater rigidity regarding width/thickness relationship of the spoke

Width: 25.0 mm

Thickness: 7.0 mm

Width: 11.0 mm

Thickness: 4.0 mm



2.2.1



control.


during the test.

Force

measurement

2.4.1,

2.4.2




Air-bag

2.2.3

Test

conditions

Annex 4




After

the test

5.4.1.1



exceed 1,111 daN.

During

the test

5.2








Before

the test

5.4.1

Requirements

3. Body block test

R inspection before the impact test

1. Apply developer to a sphere of 165 mm in diameter and

determine contact location by applying it to a steering control

surface.

2. Apply a 2.5 mm radius gauge to the contact point and define

the case where it is a compound curvature which can not be

measured by a radius gauge, where it is difficult to be judged,

and/or where the height/width inspection is necessary.



2.2.1



control.


during the test.

Force

measurement

2.4.1,

2.4.2




Air-bag

2.2.3

Test

conditions

Annex 4




After

the test

5.4.1.1

When the steering control is struck by a body block released against this control at a

relative speed of 24.1 km/h (15 mph), the force applied to the body block by the steering

control shall not exceed 1,111 daN.

During

the test

5.2








Before

the test

5.4.1

Requirements

3. Body block test

0

1000

2000

3000

4000

5000

6000

0 50 100 150 200 250 300

Time [msec]

Forc

e [

N]

3 a

xis

re

su

lta

nt

va

lue

[N

]Example of a waveform

Time [ms]



2.2.1



control.


during the test.

Force

measurement

2.4.1,

2.4.2




Air-bag

2.2.3

Test

conditions

Annex 4




After

the test

5.4.1.1



exceed 1,111 daN.

During

the test

5.2








Before

the test

5.4.1

Requirements

3. Body block test

Edge inspection after the impact test

Example of a confirmation

Visually and tactually confirm whether there is sharp or rough edges or not.

Test setting (1. Impact location and 2. Impact timing)

3. Body block test

28.7 mmH

7.28

1.531

=

×

×==

2

6

32

3600

1025.02

109.81gt

2

1H

148.0 mmB

B = A - ( H + 19 )

= 148.0

195.7 mmA

・Calculated from CATIA drawing

SgRP

A

B

19 mm

H

531.1 mm

SgRP

A

・Set to the maximum setting value to avoid

the rebounded body block to contact the

test instrument after the impact test.

196 mm

・The

maximum

inflation at

26 msec

・Calculated from

video image

Side view

422.9 mm

954.0 mm

3. Body block test

28.7 mmH

7.28

1.531

=

×

×==

2

6

32

3600

1025.02

109.81gt

2

1H

148.0 mmB

B = A - ( H + 19 )

= 148.0

195.7 mmA


SgRP

A

B

19 mm

H

531.1 mm

SgRP

A




196 mm

・The

maximum

inflation at

26 msec

・Calculated from

video image

Side view

422.9 mm

954.0 mm

Before the cylinder stroke

800 : 10.5 = X : 5.55

X = 422.9 mm

X: The maximum stroke of the

test cylinder

Calculating the maximum stroke of the test cylinder

At the maximum cylinder stroke

5.55

10.5

800 mm ( = 100 mm × 8)

X mm

Test setting (1. Impact location)


3. Body block test

28.7 mmH

7.28

1.531

=

×

×==

2

6

32

3600

1025.02

109.81gt

2

1H

148.0 mmB

B = A - ( H + 19 )

= 148.0

195.7 mmA


SgRP

A

B

19 mm

H

531.1 mm

SgRP

A




196 mm

・The

maximum

inflation at

26 msec

・Calculated from

video image

Side view

422.9 mm

954 .0mm

H-point

3. Body block test

28.7 mmH

7.28

1.531

=

×

×==

2

6

32

3600

1025.02

109.81gt

2

1H

148.0 mmB

B = A - ( H + 19 )

= 148.0

195.7 mmA


SgRP

A

B

19 mm

H

531.1 mm

SgRP

A




196 mm

・The

maximum

inflation at

26 msec

・Calculated from

video image

Side view

422.9 mm

954.0 mm

Test setting (1. Impact location)

195.7 mm

SgRP

Calculating distance from the bottom of the steering wheel to the SgRP

19mm


3. Body block test

28.7 mmH

7.28

1.531

=

×

×==

2

6

32

3600

1025.02

109.81gt

2

1H

148.0 mmB

B = A - ( H + 19 )

= 148.0

195.7 mmA


SgRP

A

B

19 mm

H

531.1 mm

SgRP

A




196 mm

・The

maximum

inflation at

26 msec

・Calculated from

video image

Side view

422.9 mm

954.0 mm

3. Body block test

28.7 mmH

7.28

1.531

=

×

×==

2

6

32

3600

1025.02

109.81gt

2

1H

148.0 mmB

B = A - ( H + 19 )

= 148.0

195.7 mmA


SgRP

A

B

19 mm

H

531.1 mm

SgRP

A




196 mm

・The

maximum

inflation at

26 msec

・Calculated from

video image

Side view

422.9 mm

954.0 mm

Test setting (2. Impact timing)

500 : 7.57 = X : 2.97

The maximum inflation distance: 196 mm

The maximum inflation time: 26 msec

Example of

the maximum inflation distance calculation

7.57 cm

Set the airbag inflation sensor so

that it the impact is after 26 msec

Example:

500

2.97 cm

X


3. Body block test

28.7 mmH

7.28

1.531

=

×

×==

2

6

32

3600

1025.02

109.81gt

2

1H

148.0 mmB

B = A - ( H + 19 )

= 148.0

195.7 mmA


SgRP

A

B

19 mm

H

531.1 mm

SgRP

A




196 mm

・・・・The maximum

inflation at

26 msec

・Calculated from

video image

Side view

422.9 mm

954.0 mm

Inflated by airbag sensor. The appropriate sensor

location is set according to back calculation based on

the relationship between the body block transit time and

distance.

Measured by velocity sensor. Calculated from the time

for the body block to pass the distance between

sensors.

Airbag inflation methodVelocity measurement method

3. Body block test

Set to ensure that the body block impact is

conducted after the maximum inflation of the airbag

Set considering the airbag inflation time tolerance.

Example:

When tolerance is 2ms

6.86 (mm/ms) × 2 (ms) + α = 13.72 + α

Airbag inflation sensor

Example:

When the distance between the velocity sensors are 50 mm

The calculation shows that the time for the body block to pass

the distance between the sensors is 7.47 ms.

Velocity sensor

(Stop)

Velocity sensor

(Start)

Reflector

]/[1.24]/[7.610][47.7

][10503

3

hkmsmms

m==

×

× −





• Test image





• Test image

• Instruments


• Test setting




• Test image

• Instruments


• Test setting







- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A

Contents

Steering control type approval

On a framework simulating

the mounting of the steering

mechanism provided that, it

has the same geometrical

layout and greater rigidity.

The front section of the

vehicle obtained by cutting

the body transversely at the

level of the front seats, and

eliminating the roof,

windscreen and doors.

W/B Multi-purpose jigActual vehicle

Jig

setting

The plane of the steering control shall be set up perpendicular to the direction of impact.

Vehicle type approval

Test in which a rigid hemispherical headform with 165 mm in diameter and a

mass of 6.8 kg released from horizontal impactor strikes a steering control.

Outline

4. Headform test

Performance

requirements

Under a load of 800 daN

producing a couple of

160 m.daN in relation to

the point "B", the

displacement in any

direction of the point "A"

shall be lower than 2 mm.

4. Headform test

Test image (with multi purpose jig)

4. Headform test

Right/Left:

3070 mm

Travel distance

of the instrument

30 km/hMaximum velocity

Equipped with a

velocity indicatorRemarks

Body block test

Headform test

Upward/Downward:

1000 - 2400 mm

Forward/Backward:

200 mm

600 mmEffective stroke

Purpose

Linear impactorName

Instruments (Specification)

Annex 5, 3.3.1

The measuring instruments used shall comply with ISO 6487:1987. In addition they shall

have the following characteristics:

Annex 5, 3.3.2

Acceleration

Channel amplitude class 150 g CAC

Channel frequency class 600 Hz CFC

Annex 5, 3.3.3

Speed

Accuracy to within +/- 1%

Annex 5, 3.3.4

Time recording

The instrumentation shall enable the action to be recorded throughout its duration and the

readings to be made with the accuracy to one-thousandth of a second. The beginning of

the impact at the moment of first contact between the impactor and the steering control

shall be noted on the recordings used for analysing the test.

Measurement instruments

4. Headform test

(At the discretion of the

type approving authority,)

The "worst case" position

on the steering control

The mid-point of the

shortest unsupported area

of the steering control rim

that does not include a

spoke when hit by the

head form

The joint of the stiffest or

most supported spoke to

the inner edge of the

steering control rim

The centre of the steering

control boss

The "worst

Case”

position

The joint

of the spoke

The

steering

control rim

The centre

of the steering

control boss

A minimum of three positions (The maximum of four positions)Test point 4.2

Measured by the two accelerometers fitted to the headform.

(The simultaneous average of the two.)

Deceleration

measurement 5.1

If the steering control is fitted with a steering wheel air-bag, the test shall be carried out with

the air-bag inflated. At the request of the manufacturer and with the consent of the technical

service the test may be carried out without the air-bag inflated.

Air-bag

2.1.2

Test

Conditions

Annex 5


directed towards the driver shall not present any sharp or rough edges likely to increase the danger or

severity of injuries to the driver. Small surface cracks and fissures shall be disregarded.

After

the test

5.4.1.1

When the steering control is struck by an impactor released against this control at a relative speed of

24.1 km/h, in accordance with the procedures of annex 5, the deceleration of the impactor shall not

exceed 80 g cumulative for more than 3 milliseconds. The deceleration shall always be lower than 120 g

with C.F.C. 600 Hz.

During

the test

5.3


surface, directed towards the driver, which can be contacted by a sphere of 165 mm in diameter shall

present any roughness or sharp edges with a radius of curvature of less than 2. 5 mm.



dangerous sharp edges, as defined in paragraph 2.18. of Regulation No. 21, likely to increase the risk of

serious injury to the occupants.

Before

the test

5.4.1

Requirements

？

4. Headform test










head form






control boss

The "worst

Case”

position

The joint

of the spoke

The

steering

control rim

The centre

of the steering

control boss


Measured by the two accelerometers fitted to the headform. (the simultaneous average

of the two)

Deceleration

measurement 5.1




Air-bag

2.1.2

Test

conditions




After

the test

5.4.1.1




with C.F.C. 600 Hz.

During

the test

5.3








Before

the test

5.4.1

Requirements

？

4. Headform test


type approving

authority,) The "worst

case" position on the

steering control


shortest unsupported

area of the steering

control rim that does not

include a spoke when hit

by the head form





The centre of the

steering control boss

The "worst

Case”

position

The joint

of the spoke

The

steering

control rim

The centre

of the steering

control boss


Measured by the two accelerometers fitted to the headform. (the simultaneous average of the

two)

Deceleration

measurement 5.1




Air-bag

2.1.2

Test

conditions




After

the test

5.4.1.1




with C.F.C. 600 Hz.

During

the test

5.3








Before

the test

5.4.1

Requirements

？

4. Headform testDetermine the most rigid spoke

A point which has a greater rigidity regarding width/thickness relationship of the spoke

Spoke (Side) has a greater rigidity due to the greater width and thickness

Spoke (Bottom)

Rear view

Spoke (Side)

Width

and

thickness

Front view

Frame

figure

Width: 25.0 mm

Thickness: 7.0 mm

Width: 11.0 mm

Thickness: 4.0 mm










head form






control boss

The "worst

Case”

position

The joint

of the spoke

The

steering

control rim

The centre

of the steering

control boss



two)

Deceleration

measurement 5.1




Air-bag

2.1.2

Test

conditions




After

the test

5.4.1.1




with C.F.C. 600 Hz.

During

the test

5.3








Before

the test

5.4.1

Requirements

？

4. Headform test

R inspection before the impact test

1. Apply developer to a sphere of 165 mm in diameter and

determine contact location by applying it to a steering control

surface.

2. Apply a 2.5 mm radius gauge to the contact point and define

the case where it is a compound curvature which can not be

measured by a radius gauge, where it is difficult to be judged,

and/or where the height/width inspection is necessary.










head form






control boss

The "worst

Case”

position

The joint

of the spoke

The

steering

control rim

The centre

of the steering

control boss



two)

Deceleration

measurement 5.1




Air-bag

2.1.2

Test

conditions




After

the test

5.4.1.1

When the steering control is struck by an impactor released against this control at a relative

speed of 24.1 km/h, in accordance with the procedures of annex 5, the deceleration of the

impactor shall not exceed 80 g cumulative for more than 3 milliseconds. The deceleration shall

always be lower than 120 g with C.F.C. 600 Hz.

During

the test

5.3








Before

the test

5.4.1

Requirements

？

4. Headform test

Example of a waveform

0

10

20

30

40

50

0 10 20 30 40 50 60 70 80 90 100Time [msec]

Decele

ration [

G]

The maximum inflation point of an airbag

Time [ms]

De

ce

lera

tio

n [G

]










head form






control boss

The "worst

Case”

position

The joint

of the spoke

The

steering

control rim

The centre

of the steering

control boss



two)

Deceleration

measurement 5.1




Air-bag

2.1.2

Test

conditions




After

the test

5.4.1.1




with C.F.C. 600 Hz.

During

the test

5.3








Before

the test

5.4.1

Requirements

？

4. Headform test

Edge inspection after the impact test

Example of a confirmation

Visually and tactually confirm whether there is sharp or rough edges or not.

Inflated by airbag sensor. The appropriate sensor

location is set according to back calculation based on

the relationship between the headform transit time and

distance.

Measured by velocity sensor. Calculated from the time

for the headform to pass the distance between sensors.

Airbag inflation methodVelocity measurement method

4. Headform test

Example:

When the distance between the velocity sensors are 50 mm

The calculation shows that the time for the headform to

pass the distance between the sensors is 7.47 ms.

Velocity sensor

(Stop)

Velocity sensor

(Start)

ReflectorLaser cut off plate

]/[1.24]/[7.610][47.7

][10503

3

hkmsmms

m==

×

× −

airbag sensor

Laser cut off plate

Set to ensure that the headform impact is conducted

after the maximum inflation of the airbag

Set considering the airbag inflation time tolerance.

Example:

When tolerance is 2ms

6.86 (mm/ms) × 2 (ms) + α = 13.72 + α

Representative example: Airbag and steering column impact absorption mechanism

Steering column impact absorption mechanismAirbag

Sliding capsule

Absorbing plate


For minimum effective stroke amount, consider following:

1. Distance between velocity sensors

2. The maximum inflation distance of an airbag + Margin

3. Deformation amount of steering

Example of a noise waveform

There is a possibility for the test instrument noise to

be detected when headform transits from the

acceleration area to the constant velocity area (when

headform is released from the propulsion cylinder).

For these reasons, noise must be considered at the

time of facility implementation and the facility must be

designed (Example: Material and degree of adhesion

of the propulsion part) to minimize the noise.

Headform effective stroke amountNoise

Concern: Noise, headform effective stroke amount


Example:

When the maximum inflation distance of an airbag is

350 mm

Available stroke amount

= (1.) 50mm + (2.) 350mm + 20 mm + (3.) 50mm

= 470mm

1 2 3

Velocity sensorAirbag sensor

-30

-20

-10

0

10

20

30

40

50

60

-100 -50 0 50 100

Time [msec]

Decele

ration [

G]

Projection measurement method

In case of a gap between the edge of a rigid material and the panel, this edge shall be rounded to a

minimum radius of curvature depending on the gap shown in the table in the explanatory note to

paragraph 5.1.1. This also applies, if the height of the projection, determined according to the

procedure described in paragraph 1. of annex 6, is equal or less than 3.2 mm.

If the gap is located in a zone where a head impact test has to be carried out, the edges which can

be contacted during the test(s) resulting from displacement of parts shall be protected by a

minimum radius of 2.5 mm

2.18.

A sharp edge is an edge of a rigid material having a radius of curvature of less than 2.5 mm except

in the case of projections of less than 3.2 mm, measured from the panel. In this case, the minimum

radius of curvature shall not apply provided the height of the projection is not more than half its

width and its edges are blunted.

5.1.1.

ECE No. 21 Annex 10, Explanatory notes

A "sharp edge" is an edge of a rigid material having a radius of curvature of less than 2.5 mm

except in the case of projections of less than 3.2 mm, measured from the panel according to the

procedure described in paragraph 1 of annex 6. In this case, the minimum radius of curvature shall

not apply provided the height of the projection is not more than half its width and its edges are

blunted (see annex 10, explanatory notes, paragraph 2.18.)

ECE

No.21

2.18.

・ In case of h≦9.5, W, measured 2.5 mm from the point projecting furthest

・ In case of h＞9.5W, 6.5 mm from the point of the maximum projection

*Above described method is based on ECE No.21, 5.1.4 and 5.1.5.

H≦3.2 mm and W≧2h

7. ECE No. 21 (Item 2.18 and Annex 10)

Example h

165 mm dia.

sphere

165 mm dia.

sphere

165 mm dia.

sphere

W

2.5(6.5) mm





• Test image





• Test image

• Instruments


• Test setting




• Test image

• Instruments


• Test setting







- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -Q and A

Contents

Annex 6, 3.2.2.

The relative positions of the "R" point and the "H" point and the relationship between the

design torso angle and the actual torso angle shall be considered satisfactory for the seating

position in question if the "H" point, as defined by its coordinates, lies within a square of 50

mm side length with horizontal and vertical sides whose diagonals intersect at the "R" point,

and if the actual torso angle is within 5 degrees of the design torso angle.

Annex 6, 3.2.3.

If these conditions are met, the "R" point and the design torso angle, shall be used to

demonstrate compliance with the provisions of this Regulation.

8. Determining the “H” point

50 mm

50 mm

”H” POINT

For the procedure, refer to ECE No.12 Annex 6. Temperature condition : 20 +/- 10 ºC

ขอบคณุสําหรับการเขารวมฟงรายงานในครั้งนี้

Thank you for your attention.

1

Introduction of UN / ECE Regulation for Steering Equipment

Reg. No. 79

2 March, 2011

Brakes and Running Gear Subcommittee - JASIC

JAPAN AUTOMOBILE STANDARDSINTERNATIONALIZATION CENTER

2

<Contents>1. WP29 and GRRF

• Organization• Object regulations

2. General Information on R79• Histories and Contents• Overview of presentation

3. Provisions of R79• Categories• Application and Approval• Construction provisions• Test provisions• Annexes

3

1. WP29 and GRRF

4

1.1 Organization

ECE brake and running gear regulations are taken care by the group of UN/WP29/GRRF.

Noise

UN

ECE

GRPEGREGRB GRRF GRSPGRSG

Light Prolusion&

Energy

Brake &

Running Gear

General

Safety

Passive

Safety

Inland TRANS Committee

WP29World Forum for Harmonization

of Vehicle Regulations

5

1.2 Object ECE regulations of GRRFGRRF : Working party on Brake and Running gear

ECE R13H&13 Braking (M1 & M/N/O)ECE R30 Pneumatic Tyres (Passenger Vehicle) ECE R54 Pneumatic Tyres (Commercial Vehicle)ECE R55 Mechanical couplingsECE R64 Temporary-use spare wheels/tyresECE R78 Braking (L)ECE R79 Steering EquipmentECE R90 Replacement Brake Lining Assemblies

and Drum Brake LiningsECE R108&109 Retreaded Pneumatic TyresECE R117 The Approval of Tyres with Regard to

Rolling Sound EmissionsAEBS/LDWS Automatic Emergency Braking and

Lane Departure Warning Systems

6

1.3 GRRF meeting calendar for 2011

GRRF#69 1-4 February, 2011#70 12-13 May, 2011#71 13-15 September, 2011

AEBS/LDWS#11&12 26-31 January, 2011#13 22-24 March, 2011#14 9-11 May, 2011

AMEVSC22-23 February, 2011

7

2. General Information on R79

8

2.1 Histories of R79

01-S3(R2) is the biggest revision to incorporate Annex 6.

+: Special requirements to be applied to the safety aspects of complex electronic vehicle systems

+: Expansion of requirements of Auxiliary Steering Equipment (M1/N1 -> M/N)

The first revision.Updated contents*: Modified+: Added

Apr. 4, 2005Aug. 14, 1995Dec. 1, 1988Date of entry into force

R79-01-S3(R2)R79-01R79Series

9

2.2 Contents of R79REGULATION

0. Introduction1. Scope2. Definitions3. Application for approval4. Approval5. Construction provisions6. Test provisions7. Conformity of production8. Penalties for non-conformity of production9. Modification and extension of approval of the vehicle type10. Production definitely discontinued11. Names and addresses of technical services responsible for conducting approval

tests and of administrative departmentsANNEXES

Annex 1 - Communication concerning the approval or refusal or extension or withdrawal of approval or production definitely discontinued of a vehicle type with regard to steering equipment pursuant to Regulation No. 79

Annex 2 - Arrangements of approval marksAnnex 3 - Braking performance for vehicles using the same energy source to supply

steering equipment and braking deviceAnnex 4 - Additional provisions for vehicles equipped with ASEAnnex 5 - Provision for trailers having hydraulic steering transmissionAnnex 6 - Special requirements to be applied to the safety aspects of complex

electronic vehicle control systems

10

2.3 Overview of following presentation

Preparation of Vehicle(Fuel, Temperature, Weight, Tire air pressure)

Test Facilities(Test track, Road surface, Instruments)

Test (Purpose, method)

Selection of vehicle(Definition, Experience)

Setting of instruments

Approval COP

Application

Penalties

Confirmation of • Test provisions• Several requirements of

Construction provisions

• Application documents• Description and diagram of steering

equipments• Technical files indicating the safety

philosophy (Annex 6)• Construction provisions

R79 Test ProceduresR79 Test Procedures

11

3. Provisions of R793.1 Categories3.2 Application for Approval3.3 Approval3.4 Construction provisions3.5 Test provisions3.6 COP3.7 Penalties3.8 Annexes

12

3.1 Categories1. SCOPE1.1. This Regulation applies to the steering equipment of vehicles of categories M, N and O.

5 tons < GVM

9<

GVM(*) ≤ 5 tons

9<

N.A.Vehicle mass

≤9Seating capacity

M3M2

4≤

M1

No. of wheels

3.5 <GVM≤ 12 ton 12 ton<GVMGVM≤ 3.5 tonVehicle mass

N.A.Seating capacity

N3N2

4≤

N1

No. of wheels

3.5 <GVM≤ 10 ton

O3

0.75 <GVM≤ 3.5 ton 10 ton<GVMGVM≤ 0.75 tonVehicle mass

N.A.Seating capacity

O4O2

N.A.

O1

No. of wheels

As defined in Annex 7 of the Consolidated Resolution on the Construction of Vehicles (R.E.3)

13

3.2 Application for Approval3.1. The application for approval of a vehicle type with

regard to the steering equipment shall be submitted by the vehicle manufacturer or by his duly accredited representative.

3.2. It shall be accompanied by the undermentioneddocuments in triplicate, and by the following particulars:

3.2.1. a description of the vehicle type with regard to the items mentioned in paragraph 2.2.; the vehicle type shall be specified;

3.2.2. a brief description of the steering equipment with a diagram of the steering equipment as a whole, showing the position on the vehicle of the various devices influencing the steering.

14

3.2 Application for ApprovalAnnex 1 : Contents to be filled in application documents are defined in a communication form.

15

3.2 Application for Approval

Application document

General information• Trade name or mark of vehicle • Vehicle type • Manufacturer's name and address

Brief description of the steering equipment• Type of steering equipment • Steering control • Steering transmission • Steered wheels • Energy source

16

3.2 Application for Approval

Application document (cont’d)

Results of tests, vehicle characteristics• Steering effort required to achieve a turning circle of 12 m

radius with an intact system and 20 m radius with a system in the failed condition <- para. 6.2.4. & 6.2.5.

• Other tests required by this Regulation <- para. 6.2.1, 6.2.2. & 5.1.1.~5.1.3.

• Adequate documentation in accordance with Annex 6 was supplied in respect of the following parts of the steering system

17

3.2 Application for Approval3.2.3. in the case of full power steering systems and

systems to which Annex 6 of this Regulation applies, an overview of the system indicating the philosophy of the system and the fail-safe procedures, redundancies and warning systems necessary to ensure safe operation in the vehicle.

The necessary technical files relating to such systems shall be made available for discussion with the type approval authority and/or technical service. Such files will be discussed on a confidential basis.

-> Annex 6 (next slide)

3.3. A vehicle representative of the vehicle type to be approved shall be submitted to the technical service responsible for conducting approval tests.

18

3.2 Application for ApprovalAnnex 6 SPECIAL REQUIREMENTS TO BE

APPLIED TO THE SAFETY ASPECTS OF COMPLEX ELECTRONIC VEHICLE CONTROL SYSTEMS

• This annex defines the special requirements for documentation, fault strategy and verification.

• This annex does not specify the performance criteria for "The System" but covers the methodology applied to the design process and the information which must be disclosed to the technical service, for type approval purposes.

19



• Information to be given in the documents (3.)i) Description of the functions of “The System”

(3.2)ii) System layout and schematics (3.3)iii) Safety concept of the manufacture (3.4)

• Verification and tests (4.)i) Verification of the function of “The system”

(4.1.1)ii) Verification of the safety concept (4.1.2)

20



Verification of the function of “The system” (4.1.1)Verification of the performance of the vehicle

system under non-fault conditions.Verification of the safety concept (4.1.2)Verification of the reaction of “The System”

under influence of a failure in any individual unit.

21

3.3 Approval4.1. If the vehicle submitted for approval pursuant to this Regulation meets all

relevant requirements given in this Regulation, approval of that vehicle type with regard to the steering equipment shall be granted.

4.2. An approval number shall be assigned to each type approved. Its first two digits (at present 01) shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party shall not assign this number to another vehicle type or to the same vehicle type submitted with different steering equipment from that described in the documents required by paragraph 3.

4.3. Notice of approval or of extension or refusal of approval of a vehicle type pursuant to this Regulation shall be communicated to the Parties to the 1958 Agreement which apply this Regulation, by means of a form conforming to the model in Annex 1 to this Regulation. Annex 1 (next slide)

22

3.3 ApprovalCOMMUNICATIONissued by : Name of administration:...............................................................................................................concerning: 2/

APPROVAL GRANTEDAPPROVAL EXTENDEDAPPROVAL REFUSEDAPPROVAL WITHDRAWNPRODUCTION DEFINITELY DISCONTINUEDof a vehicle type with regard to steering equipment pursuant to Regulation No. 79

Approval No. ...........................................................................................Extension No. .........................................................................................

2/ Strike out what does not apply.

23

3.3 Approval4.4. There shall be affixed, conspicuously and in a readily accessible

place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation, an international approval mark consisting of:

4.4.1. a circle surrounding the letter "E" followed by the distinguishing number of the country which has granted approval; 2/

4.4.2. the number of this Regulation, followed by the letter "R", a dash and the approval number to the right of the circle prescribed inparagraph 4.4.1.

4.5. If the vehicle conforms (abbrev.)4.6. The approval mark shall be clearly legible and shall be indelible.4.7. The approval mark shall be placed close to or on the vehicle data

plate affixed by the manufacturer.4.8. Annex 2 to this Regulation gives examples of arrangements of

approval marks. Annex 2 (next slide)

24

3.3 ApprovalAnnex 2

The above approval mark affixed to a vehicle shows that the vehicle type concerned has, with regard to steering equipment,

• been approved in the Netherlands (E4) • pursuant to Regulation No. 79 • under approval No. 012439. The approval number indicates that the approval was

granted in accordance with the requirements of Regulation No. 79 incorporating the 01 series of amendments.

a=8mm min.

25

3.3 Approvalthe distinguishing number of the country which has granted approval1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for Belgium, 7 for Hungary, 8 for the Czech Republic, 9 for Spain, 10 for Serbia and Montenegro, 11 for the United Kingdom, 12 for Austria, 13 for Luxembourg, 14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 20 for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 24 for Ireland, 25 for Croatia, 26 for Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria, 35 (vacant), 36 for Lithuania, 37 for Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The former Yugoslav Republic of Macedonia, 41 (vacant), 42 for the European Community (Approvals are granted by its Member States using their respective ECE symbol), 43 for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine, 47 for South Africa, 48 for New Zealand, 49 for Cyprus, 50 for Malta and 51 for the Republic of Korea.

Subsequent numbers shall be assigned to other countries in the chronological order in which they ratify or accede to the Agreement Concerning the Adoption of Uniform Technical Prescriptions for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals Granted on the Basis of these Prescriptions, and the numbers thus assigned shall be communicated by the Secretary-General of the United Nations to the Contracting Parties to the Agreement.

26

3.4 Construction provisions5.1. General provisions

5.1.1. ~ 5.1.3.• easy and safe handling of vehicle up to its maximum

design speed• tendency to self-center• cornering stability and steering effort -> Test provisions• ability to travel along a straight section at the maximum

design speed of the vehicle– without unusual steering correction– without unusual vibration in the steering system

• correspondence between direction of operation of the steering control and the intended change of direction of the vehicle

• continuous relationship between the steering control deflection and the steering angle

27


5.1.4. ~ 5.1.8.• capability to withstand the stresses arising during

normal operation• no limitation to the maximum steering angle by any

part of the steering transmission• no adverse affection to the steering equipment and the

electrical control lines by magnetic or electric fields(conformity to R10)

• no deterioration in the performance of the basic steering system by Advanced driver assistance steering systems

• locking device for adjustable components of steering transmission

• steered wheels shall not be solely the rear wheels

28


5.1.9. ~ 5.1.10.• ensured performance in case of other systems failure

that shear energy supply • application of Annex 6 to the safety aspects of

electronic vehicle control systems

5.2. Special provisions for trailers

5.2.1. ~ 5.2.2.• requirements in paragraph 6.3 Test provisions• alignment of the trailer and towing vehicle in straight

ahead driving

29

3.4 Construction provisions5.3. Failure provisions and performance

5.3.1. General• ample design, easy access for maintenance and safety

features equal to other essential components for all mechanical parts

• fulfillment of requirements of paragraphs 5.1.2., 5.1.3. and 6.2.1.

• clear notification of failure in a transmission other than purely mechanical to the vehicle driver

• priority to shared energy source/supply and capability to meet the requirements of paragraphs 5.3.2. and 5.3.3.

30

3.4 Construction provisions5.3. Failure provisions and performance

5.3.2. Power assisted steering systems• no immediate changes in steering angle for the engine

stop or a part of the transmission fail• fulfillment of requirements of paragraphs 6. Test

provisions

5.3.3. Full power steering systems• speed limitation not to exceed 10km/h• fulfillment of requirements of paragraphs 6. Test

provisions• capability of 24 "figure of eight" maneuvers in case of

the energy source failure of the control transmission• no immediate changes in steering angle and capability

to meet requirements of paragraphs 6. after 25 "figure of eight" maneuvers

31

3.4 Construction provisions5.4. Warning signals

5.4.1. General provisions• clear signal for not mechanical fault resulting steering

function impair– deliberate application of vibration in the steering system– increase in steering force in the case of a motor vehicle

• acoustic or optical warning for the stored energy/fluid drops in the energy/storage reservoir in case of shared energy source

5.4.2. Special provisions for full-power steering equipment

• a red warning signal for the main steering equipment defect

• a yellow warning signal indicating an electrically detected defect

• symbol J 04, ISO/IEC registration number 7000-2441 as defined in ISO 2575: 2000

32

3.4 Construction provisions5.5. Provisions for the periodic technical inspection of

steering equipment

5.5.1. ~ 5.5.2.• operation check without disassembly• a simple way to verify the correct operational status of

Electronic Systems

33

3.5 Test provisions


Test Facilities(Test track, Road surface, Instruments)

Test (Purpose, method)

Selection of vehicle(Definition, Experience)

Setting of instruments

Approval COP

Application

Penalties

Confirmation of • Test provisions• Several requirements of

Construction provisions

• Application documents• Description and diagram of steering

equipments• Technical fiels indicating the safety

philosophy (Annex 6)

R79 Test ProceduresR79 Test Procedures

In the other In the other presentationpresentation

34

3.5 Conformity of ProductionThe Conformity of Production Procedures shall comply with

those set out in the 1958 Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with the following requirements

7.1. The holder of the approval must ensure that results of the conformity of production tests are recorded and that the annexed documents remain available for a period determined in agreement with the approval authority or technical service. This period must not exceed 10 years counted from the time when production is definitely discontinued.

7.2. The type approval authority or technical servicewhich has granted type approval may at any time verify the conformity control methods applied in each production facility. The normal frequency of these verifications shall be once every two years.

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3.6 Penalties for Non-conformity of Production

8.1. The approval granted in respect of a vehicle type pursuant to this Regulation may be withdrawn if the requirement laid down in paragraph 7.1. is not complied with or if sample vehicles fail to comply with the requirements of paragraph 6. of this Regulation.

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

1

Test procedure for test provisions

ECE Reg. No. 79

2 March, 2011

Brakes and Running Gear Subcommittee - JASIC

JAPAN AUTOMOBILE STANDARDSINTERNATIONALIZATION CENTER

2

<Contents>1. Overview of R79 test procedures2. Test facilities & instruments3. Selection of vehicle4. Preparation of test vehicles5. Test procedures for test provisions

• For motor vehicles• For trailers

3

1. Overview of R79 test procedures

Over view of test flow


Cornering controllability & stability

Steering effort measurement

Steering straight ahead controllability & stability

Self centering

6.2.1.

6.1.2.~6.1.4.

6.2.2.

6.2.4.~6.2.5.

5.1.1.~5.1.2

4

2. Test facilities & instruments

Test tracks for driving maneuversHigh speed circuit : Steering straight ahead controllability &

stability

Skid pad : Cornering controllability & stability, Steering effort measurement

High speed circuit of Japan Automotive Research Institute (JARI)Length: 5,500 m Width: 12 mCorner radius：400 m Design speed of corner bank：190 km/h

Skid pad of JARICornering circle radius：Max. 80 m Area：81,115m2

Road camber: 0.5% (one direction)

Tracks should have a level surface affording good adhesion. (6.1.1.)

5

2. Test facilities & instruments

Instruments for steering effort measurementMeasurement steering wheel : Sensor for steering wheel

effort (& angle)

Data logger : Recorder for steering wheel effort signal

<Example> Measurement steering wheel (strain gage and potentiometer type)Steering wheel torque: +/-20~100Nm (as requested)Steering wheel angle：+/- 1080degree(SFA-F-SA Kyowa Electronic Instruments Co., Ltd.)

<Example>Integrated data recorder (Data logger with signal conditioner)Sampling: 16bit A/D x 16ch, Max. 200kHzInput: DC, Strain, Thermo couple, Charge, ICP(GX-1 TEAC Corporation)

6

3. Selection of vehicles6.1.2. During the test(s), the vehicle shall be loaded to its

technically permissible maximum mass and its technically permissible maximum load on the steered axle(s).

The valiant that has the heaviest curb weight of the steered axle

6.2.5. The measurement of steering efforts on motor vehicles with a failure in the steering equipment.

The valiant that has the smallest mean steering ratio

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4. Preparation of test vehicle

• Fuel the vehicle fully and load it with ballast.– Up to Gross Vehicle Mass– Up to Front Gross Axial Weighting Ratio

(simultaneously)• Adjust tire pressure to as prescribed by the manufacturer for the mass when the vehicle is stationary.

• Adjust or simulate electrical load in the case of systems that use electrical energy. (e.g. Electronic Power Steering)

– Electrical load of all essential systems or systems components (lighting systems, windscreen wipers, engine management and braking systems)

8

5. Test procedures for test provisions

Over view of test flow


Cornering controllability & stability

Steering effort measurement

Steering straight ahead controllability & stability

Self centering

6.2.1.

6.1.2.~6.1.4.

6.2.2.

6.2.4.~6.2.5.

5.1.1.~5.1.2

9


Cornering controllability & stability (6.2.1.)

It must be possible to leave a curve with a radius of 50 m at a tangent without unusual vibration in the steering equipment at the following speed:

Category M1 vehicles: 50 km/hCategory M2, M3, N1, N2 and N3 vehicles: 40 km/h or the

maximum design speed if this is below the speeds given above.

50m radius

50km/h vehicle speed (M1)

possible to leave without unusual vibration in the steering equipment

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Self centering (6.2.2.)

When the vehicle is driven in a circle with its steered wheels at approximately half lock and a constant speed of at least 10 km/h, the turning circle must remain the same or become larger if the steering control is released.

10km/h vehicle speedsteered wheels at approximately half lock

the turning circle must remain the same or become larger

release the steering control

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Steering effort measurement (6.2.4.~6.2.5.)The vehicle shall be driven from straight ahead into a spiral at a speed of 10 km/h. The steering wheel control effort shall be measured at the nominal radius of the steering control until the position of the steering control corresponds to turning radius for the particular category of vehicle. One steering movement shall be made to the right and one to the left.

10km/h vehicle speedThe maximum permitted steering time and the maximum permitted steering controleffort are given

intact: 12m radiuswith a failure: 20m radius

turn in

12


Steering effort measurement (6.2.4.~6.2.5.)The maximum permitted steering time and the maximum permitted steering control effort with intact steering equipment / with a failure in the steering equipment are given in the table below for each category of vehicle.

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0.00 8.35

200.00000

-200.00000

150.00000

-150.00000

20.00000

-20.00000 Time s

deg

N

km/h


Steering effort measurement (6.2.4.~6.2.5.)

Example of steering effort measurement data (M1, with failure)

Steering wheel angle

Steering control effort

Vehicle speed

Steering time2.5secStart of steer End of steer

(corresponded to turning radius)

Max. steering control effort6.9daN

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Steering straight ahead controllability & stability(5.1.1.~5.1.2.)5.1.1. The steering system shall ensure easy and safe handling of the

vehicle up to its maximum design speed or in case of a trailer up to its technically permitted maximum speed.

5.1.2. It must be possible to travel along a straight section of road without unusual steering correction by the driver and without unusual vibration in the steering system at the maximum design speed of the vehicle.

Subjective evaluation at High-speed circuit

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For trailers: Steering straight ahead stability(6.3.1)The trailer must travel without excessive deviation or unusual vibration

in its steering equipment when the towing vehicle is travelling in a straight line on a flat and horizontal road at a speed of 80 km/h or the technically permissible maximum speed indicated by the trailer manufacturer if this is less than 80 km/h.

Subjective evaluation at High-speed circuit or Straight track

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For trailers: Turning circle radius (6.3.2.)

With the towing vehicle and trailer having adopted a steady state turn corresponding to a turning circle radius of 25 m (see paragraph 2.4.6.) at a constant speed of 5 km/h, the circle described by the rearmost outer edge of the trailer shall be measured. This manoeuvre shall be repeated under the same conditions but at a speed of 25 km/h +/- 1 km/h. During these manoeuvres, the rearmost outer edge of the trailer travelling at a speed of 25 km/h +/- 1 km/h shall not move outside the circle described at a constant speed of 5 km/h by more than 0.7 m.

25m radiusturning circle

5km/h vehicle speed

shall not move outside by more than 0.7 m

25km/h vehicle speed

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For trailers: Departure trajectory(6.3.3.)

No part of the trailer shall move more than 0.5 m beyond the tangent to a circle with a radius of 25 m when towed by a vehicle leaving the circular path described in paragraph 6.3.2. along the tangent and travelling at a speed of 25 km/h. This requirement must be met from the point the tangent meets the circle to a point 40 m along the tangent. After that point the trailer shall fulfil the condition specified in paragraph 6.3.1.

25m radiusturning circle

shall not move outside by more than 0.7 m

25km/h vehicle speed

shall not move more than 0.5 m

40 m along the tangent

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For trailers: Annular area(6.3.4.)6.3.4. The annular ground area swept by the towing vehicle/trailer combination

with an intact steering system, driving at no more than 5 km/h in a constant radius circle with the front outer corner of the towing vehicle describing a radius of 0.67 x vehicle combination length but not less than 12.5 m is to be measured.

6.3.4.1. If, with a fault in the steering system, the measured swept annular width is > 8.3 m, then this must not be an increase of more than 15 per cent compared with the corresponding value measured with the intact steering system. There shall not be any increase in the outer radius of the swept annular width.

radius of 0.67 x vehicle combination length but not less than 12.5 m

5km/h vehicle speedwith an intact steering system

5km/h vehicle speedwith a fault in the steering system

the measured swept annular width must not be an increase of more than 15 per cent not be any increase in the outer radius

Minutes of the 25th Asia Expert Meeting in Thailand 1. Time: Wednesday, 2 March 2011, 9:00 - 17:00 2. Venue: Grand Mercure Fortune Hotel Bangkok 3. Organizer: Department of Land Transport (DLT)

Attendees from Thailand: Total of 43 people from DLT, Thai Industrial Standards Institute (TISI), Thailand Automotive Institute (TAI), Society of Automotive Engineers Thailand (TSAE), Thai Automotive Industry Association (TAIA), and Thai Auto-Parts Manufacturers Association (TAPMA) 4. Attendees from Japan (JASIC):

Total of 3 people (Mr. Nagashima of Honda as the presenter of R12, Mr. Kaneshina of Mazda as the presenter of R79, and Mr. Morita as the keynote speaker and secretariat) 5. Summary of the Meeting Representing the organizer, Mr. Udom, Director of DLT, gave an opening address, and a photo was taken of the attendees. Representing JASIC, Mr. Morita gave a keynote speech. This was followed by presentations and Q&A sessions on steering (R12 and R79), where the questions of Thai participants were answered. The Meeting was friendly and fruitful. Presentations by Japan (JASIC) 1. R12 (Protection of the driver against steering mechanism in impact event) by Mr.

Nagashima (Honda)

First, the overall scope was described, and then the requirements on (1) frontal-impact

test, (2) body block test, and (3) head form test were explained using videos. The

presentation was concluded with supplemental explanation on the corresponding

technologies, test equipment, and cautions to take when performing the tests.

The participants were able to deepen their understanding of the details of steering tests scheduled to be conducted in the future.

Each explanation was followed by a Q&A session where opinions were vigorously exchanged.

* Main questions and answers Q1: Do you use the actual vehicle in all the tests? A1: No. The actual vehicle is used only in determining the rearward movement of the steering control. In the other tests, three choices are available (actual vehicle,

W/B, general-purpose jig). Q2: R21 specifies the same requirement (R). Why do we need R12? A2: Although the two regulations share the same requirement (R), R21 specifies comprehensive requirements on the overall vehicle interior including the steering control while R12 details requirements exclusively on the steering wheel. If your vehicle meets the R requirement once, it can be said that it complies with both R12 and R21. Q3: What is the actual difference between steering wheels with and without airbags? A3: It is extremely difficult to pass the body block test using steering wheels without airbags. If they are equipped with airbags, there is a margin of around 5,000 N. Q4: There are 3 test points specified for the head form test? A4: Basically, 3 test points are used, but if the worst case condition exists in a location other than those 3 points, 4 points are used. Q5: Do these requirements exist for steering wheels without airbags as well? A5: Yes. Q6: If specifications for steering wheels without airbags exist, is it OK to perform testing using steering wheels without airbags only? A6: That is the case with impact G. However, there is a post-test requirement to check for sharp edges, and steering wheels without airbags do not always present the worst case conditions in this check. Thus, we believe it necessary to perform testing using both steering wheels with and without airbags. Q7: Why are you so careful about noise? A7: It is necessary to perform, not only this test, but also the impact test, in a condition where there is no noise. If you are scheduled to introduce test equipment in the future, please be careful so that no noise would be generated. Also, if noise is generated in daily inspection after the introduction, please check the sensors, etc. Q8: Is simulation not allowed?

A8: The regulation does not allow simulation. Q9: Why do you perform the head form test of R12? A9: I will explain its history.

Q10: As regards the airbag specifications, there are cases where airbags don’t deploy in actual accidents, aren’t there? Also, how about the case where the steering wheel is replaced? A10: Airbags don’t deploy at speeds below around 10 km/h, and this is outside the speed range of this test. Users have responsibilities related to replacement of steering wheels, and manufacturers cannot provide a warranty for this. 2. R79 (Approval of vehicles with regard to steering equipment) by Mr. Kaneshina (Mazda)

The presentation consisted of two parts, 1. General Information and 2. Technical Requirements & Testing, and Part 1 was further divided into three sections, (1) Overview of WP.29 and GRRF, (2) General Requirements, and (3) Specific Provisions of the Regulation. In Part 2, explanation on the technical requirements and testing was given, in such a way that facilitated understanding, using sample data of actual tests. This enabled the attendees to deepen their understanding of

MVSS203 (Body Block), MVSS204 (Steering Control Rearward Displacement) issued

MVSS203 + MVSS204 = ECE No.12 issued Adopted for the purpose of reducing risk of the steering column piercing the

driver's chest or risk of grave chest injuries caused by contact with the

steering control.

Low seat belt use

rate

14/4/1969

End of 1960

Head form test introduced into ECE No. 12 23/3/1983

For safety, many countries started to require the mandatory use of seat belts. The injury mechanism, where the head/face of the restrained driver contacts the

steering wheel in a circular motion and, as a result, not only the face but also the

head is damaged, was clarified.

the details of steering testing scheduled to be performed in the future. At the end of the presentation, a comprehensive Q&A session was held with active exchanges of opinions.

* Main questions and answers Q1: (5.3.3) Why can the vehicle not be driven at speeds above 10 km/h where there is any fault as specified? A1: Since it is a dangerous situation where the steering equipment is disconnected from the wheels, once such fault is detected, the signal is sent so that the speed will not exceed 10 km/h. Q2: (5.1) There is a provision with reference to R10 for EMC, but this is irrelevant if the steering equipment is not equipped with any electronic control, correct? A2: That is correct, but it is necessary for the EPS, which is used in recent compact cars. Q3: Does R79 not contain any specific provision on EMC? A3: If R10 and R79 shared the same provisions, regulatory maintenance work would be extremely complicated. For this reason, R79 refers to the latest version of R10. Q4: What about load conditions? A4: To meet 6.1.2, “maximum permissible axial load” for the front axles and “maximum payload - front maximum permissible axial load” for the rear axles. Q5: Is there any qualification required to become a test driver? A5: There is no such requirement in the regulation. While measurement does not require any high-level skills, straight-ahead driving is based on sensory assessment and thus requires experience. In the case of European testing laboratories, drivers in charge of testing are designated and dispatched by each country. Q6: If the test is not passed, is it OK to conduct a retest? Up to how many times? (6 times in the case of brakes?) A6: There is no provision on retesting. As the mechanical setting determines the test result, retesting would not change the result. Moreover, most of the current passenger cars would not fail the test.

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