un法規增修涉及國內車輛安全法規內容彙整（計5...p.2 un r151 00 參考un r151 00...

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UN法規增修涉及國內車輛安全法規內容彙整（計5項）

項次法規名稱修訂法規

內容

新增之法

規項目頁碼 UN 版本別內容摘要

1. ○○、偵測二輪車輛之盲點資訊

系統(草案) ◎ P.2 UN R151 00

參考 UN R151 00 版，增訂實施時間及適用範

圍、名詞釋義、適用型式及範圍認定原則、

受驗件及資訊提供、規格規定、試驗程序、

相關參考資料及定義非屬試驗表格中所示

之試驗案例性能要求之程序。

2. ○○、偵測二輪車輛之盲點資訊

系統(草案) ◎ P.38 UN R151 00-S1

參考 UN R151 00-S1 版，修訂車輛右前端名

詞釋義、增訂盲點資訊系統外部元件突出

規定、修訂規格規定中資訊提供相關規

定、試驗程序及定義非屬試驗表格中所示

之試驗案例性能中車速五至十公里/小時之

相關規定。

3. 四十二之三、動態煞車 ◎

P.45 |

P.61

UN R13 11-S15、UN R13 11-S16 UN R13H 00-S17、UN R13H

01-S1

1. 參考 UN R13 11-S15 版內容，修訂不適用於 VSF 系統之車輛乙項。

2. 參考 UN R13H 00-S17 版內容，調整 ESC故障偵測相關規定。

3. 參考 UN R13 11-S16、UN R13H 01-S1 版，修訂駐煞車系統解除及釋放相關規定。

4. 參考 UN R13H 01-S1 版，增訂駐煞車系統電力傳輸特殊附加要求之相關規定。

4. 四十二之四、動態煞車 ◎ UN R13 11-S15、UN R13 11-S16 UN R13H 01-S1

1. 參考 UN R13 11-S15 版內容，調整 VSF 故障偵測相關規定。

2. 參考 UN R13 11-S16、UN R13H 01-S1 版，修訂駐煞車系統解除及釋放相關規定。

3. 參考 UN R13H 01-S1 版，增訂駐煞車系統電力傳輸特殊附加要求之相關規定。

5. 七十六、車速限制機能 ◎ P.61 UN R89 00-S3 參考UN R89 00-S3版，修訂車速限制機能之電磁相容性相關規定、道路試驗方法，以及文字進行妥適性調整。

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UN R151 BLIND SPOT INFORMATION SYSTEM 00 盲點資訊系統

增/修內容原內容修訂國內法規條文草案對應國內法規條文

1. Scope

1.1. This Regulation applies to the blind

spot information system of vehicles of

categories N2 (> 8 t of technically

permissible maximum mass) and N3.

Vehicles of categories N2 (≤ 8 t of

technically permissible maximum

mass), M2 and M3 may be approved at

the request of the manufacturer.

1.2. The requirements of this Regulation are

so worded as to apply to vehicles

which are developed for right-hand

traffic. In vehicles that are developed

for left-hand traffic, these requirements

shall be applied by inverting the

criteria, when appropriate.

本項法規生效日期為2019/11/15

N2類車輛(技術可容許最大重量大於

八噸者小於等於八噸者)、M2及M3類可依照廠商要求下進行型式認證。

本法規之要求字面上適用於以左駕開發之車輛。對於以右駕開發之車輛而言，適用這些要求時應依實際情況反轉參數。

1. 實施時間及適用範圍

1.1 中華民國○年○月○日起，新型式N2、N3、M2及M3類車輛及中華民國○年○月○日起，各型式N2、N3、M2及M3類車輛應配備符合本項規定之盲點資訊系統。

[備註: UN對總重量未逾八公噸之N2，以

及M2及M3類車輛說明可適用本規定，

考量國情建議納入]

[歐盟實施時間: 大客車及大貨車，新型式

2022/7/6；各型式2024/7/7。

日本實施時間 : 總重量逾8公噸之大貨

車，新型式2022/5；各型式2024/5]

2. Definitions

For the purposes of this Regulation:

2.1. "Approval of a vehicle type" means the

full procedure whereby a Contracting

Party to the Agreement certifies that a

vehicle type meets the technical

requirements of this Regulation;

…

2.3. "Blind Spot Information System (BSIS)"

means a system to inform the driver of

a possible collision with a bicycle near

side.

對此規定而言： 2.1. 車輛型式認證 (Approval of a

vehicle type)：係指協議下之一締約國認證一車輛型式符合本法規技術要求之完整過程。

2. 名詞釋義

2.1 盲點資訊系統 (Blind spot

information system；BSIS)：係指通知駕駛者於接近側可能與二輪車輛發生碰撞之系統。

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2.4. "Reaction time" means the time

between the information signal is given

and a driver reaction has occurred.

2.5. "Ocular reference point" means the

middle point between two points 65

mm apart and 635 mm vertically above

the reference point which is specified

in Annex 1 of

ECE/TRANS/WP.29/78/Rev.61

on the

driver's seat. The straight line joining

the two points runs perpendicular to

the vertical longitudinal median plane

of the vehicle. The centre of the

segment joining the two points is in a

vertical longitudinal plane which shall

pass through the centre of the driver's

designated seating position, as

specified by the vehicle manufacturer. 1

See Annex 1 to the Consolidated Resolution on

the Construction of Vehicles (R.E.3),

document ECE/TRANS/WP.29/78/Rev.6 -

www.unece.org/trans/main/wp29/wp29wgs/w

p29gen/wp29resolutions.html

2.6. "Stopping distance" means the distance

required by the vehicle to come to a

full stop after the Blind Spot

Information Signal has been given,

taking into account reaction time and

brake deceleration.

2.7. "Collision point" means the position

where the trajectory of any vehicle

point would intersect with any bicycle

points if a turn by the vehicle is

2.2 反應時間(Reaction time)：係指發送資訊訊號至駕駛者進行反應之時間。

2.3 駕駛參考眼點(Ocular reference

point)：係指位於駕駛座參考點垂直向上六百三十五公釐，且兩眼點間相距六十五公釐之中心點。穿過兩眼點之直線與車輛垂直縱向中心平面垂直。兩眼點間線段之中心位於一垂直縱向平面，其應通過申請者宣告之駕駛指定座位中心。

2.4 煞停距離(Stopping distance)：考量反應時間及煞車減速度之狀況下，從發送盲點資訊訊號至車輛完全停止所需之距離。

2.5 碰撞點(Collision point)：若車輛開始轉向，則車輛任一點之移動路徑與二輪車輛上任一點相交之位置。

http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html

http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html

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initiated.

The theoretical collision point as referred to

in Figure 1 of Appendix 1 is the point

where a collision would occur in the

respective test condition if the vehicle

would turn towards the bicycle, e.g.

starting with a counter-steer manoeuvre

at the last point of information. Note

that the actual turning manoeuvre is

not tested since the information is

required to be given before turn

initiation.

2.8. "Last Point of Information (LPI)"

means the point at which the

information signal shall have been

given. It is the point preceding the

expected turning motion of a vehicle

towards a bicycle in situations where a

collision could occur.

2.9. "Near side" means the side of the

vehicle near the bicycle. The near side

of the vehicle is the right side for

right-hand traffic.

2.10. "Information signal" means an optical

signal with the purpose of informing

the vehicle driver about a nearby

moving bicycle.

2.11. "Vehicle Trajectory" means the

connection of all positions where the

vehicle front right corner has been or

will be during the test run.

2.12. "Bicycle" means a combination of a

bicycle and cyclist. This is simulated in

理論碰撞點依圖一所示，為各種試驗狀況下，假設車輛朝二輪車輛轉向時(例如車輛位於資訊最末點時開始轉向操控 (Counter-steer

manoeuvre))發生碰撞之位置。須注意因資訊被要求於轉向開始前被發送，故並未進行實際轉向操控之試驗。

2.6 資訊最末點 (Last point of

information)：係指資訊訊號應完成發送之位置。於可能發生碰撞之情況下，車輛預期朝向二輪車輛轉向動作前之位置。

2.7 接近側(Near side)：係指靠近二輪車輛之車輛側。靠右行駛之車輛接近側為右側。

2.8 資訊訊號(Information signal)：係指為通知駕駛者於車輛周遭有一移動二輪車輛之光學訊號。

2.9 車輛路徑(Vehicle trajectory)：係指試驗過程中車輛右前端已到達或將到達之所有位置連接線。

2.10 二輪車輛(Bicycle)：係指一輛二輪車輛與其騎士之組合。於規定

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test cases as specified in paragraphs

6.5. and 6.6. below with a test device

according to ISO [CD] 19206-4. The

reference point for the location of the

bicycle shall be the most forward point

on the centreline of the bicycle.

2.13. "Common space" means an area on

which two or more information

functions (e.g. symbols) may be

displayed, but not simultaneously

2.14 "Lateral separation" means the

distance between the vehicle and the

bicycle at the near side of the vehicle

where the vehicle and bicycle are

parallel to each other. The distance is

measured between the plane parallel to

the median longitudinal plane of the

vehicle and touching its lateral outer

edge, disregarding the projection of

devices for indirect vision, and the

median longitudinal plane of the

bicycle minus half of the bicycle width

being 250 mm. The lateral outer edge

of the vehicle is only to be regarded in

the area between the vehicle's foremost

point and up to 6 m rearward.

2.15. "First point of information" means the

most forward point at which the

information signal can be given. It is

the last point of information and a

distance corresponding to a travel time

of 4 seconds, taking into account the

moving speed of the vehicle plus an

6.5及6.6所述之試驗案例中進行模擬，且試驗裝置符合 ISO [CD]

19206-4規範。二輪車輛參考點位置應為二輪車輛中心線之最前點。

2.11 共用空間(Common space)：係指可供二個或以上之功能訊息(如符號)顯示之空間，但不同步顯示。

2.12 側向間隔(Lateral separation)：車輛與二輪車輛互相平行之狀況下，於車輛接近側之車輛與二輪車輛間距。此距離係由平行於車輛中心縱向平面且接觸車輛側方外緣之平面 (不計間接視野裝置之突出)，與二輪車輛中心縱向平面減去二輪車輛寬度一半後(二百五十公釐)之平面間所量測得。車輛之側方外緣僅考慮車輛最前點及向後至多六公尺之區域。

2.13 資訊最初點 (First point of

infomation)：係指可發送資訊訊號之最初點。其係由資訊最末點及四秒行駛時間之距離所推算而得，若撞擊位置小於六公尺，則應考量車輛移動速度再加上一額外距離。

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additional distance if the impact

position is lower than 6 m.

2.16. "Vehicle front right corner" means the

projection of the point that results from

the intersection of the vehicle side

plane (not including devices for

indirect vision) and the vehicle front

plane (not including devices for

indirect vision) on the road surface.

2.17. "Impact Position" means the location

of impact of the bicycle on the right

side of the vehicle with respect to the

vehicle front right corner, when both

vehicles have reached the collision

point, as specified in Appendix 1,

Figure 3.

2.18. "Vehicle Master Control Switch"

means the device by which the

vehicle's on-board electronics system is

brought, from being switched off, as in

the case where a vehicle is parked

without the driver being present, to

normal operation mode.

2.14 車輛右前端(Vehicle front right

corner)：係指車輛側方平面(不含間接視野裝置 )及車輛前方平面(不含間接視野裝置)相交於路面上所產生之投影點。

2.15 撞擊位置(Impact position)：二輪車輛與車輛皆已到達碰撞點時，於車輛右前端，二輪車輛與車輛右側發生撞擊之位置，如圖三所示。

2.16 車輛主控制開關(Vehicle master

control switch)：指藉由車載電子系統將車輛自關閉模式(例如車輛處於駐車且無駕駛者之狀態下)切換至一般運作模式之裝置。

2.2. "Vehicle type with regard to its Blind

Spot Information System" means a

category of vehicles which do not

differ in such essential respects as:

(a) The manufacturer's trade name or mark;

(b) Vehicle features which significantly

influence the performances of the

Blind Spot Information System;

(c) The type and design of the Blind Spot

3.盲點資訊系統之適用型式及其範圍認定原則：

3.1 若以完成車執行本項檢測時，其適用型式及其範圍認定原則：

3.1.1 車輛廠牌相同。

3.1.2 對於盲點資訊系統性能有重大影響之車輛特性相同。

3.1.3 盲點資訊系統之型式及設計相

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Information System. 同。

3.2 若以底盤車代替完成車執行本項全部或部分檢測時，其適用型式及其範圍認定原則：

3.2.1 底盤車廠牌相同。

3.2.2 對於盲點資訊系統性能有重大影響之車輛特性相同。

3.2.3 盲點資訊系統之型式及設計相同。

3. Application for approval

3.1. The application for approval of a

vehicle type with regard to the BSIS

shall be submitted by the vehicle

manufacturer or by their authorized

representative.

3.2. It shall be accompanied by the

documents mentioned below in

triplicate and include the following

particular:

3.2.1. A description of the vehicle type with

regard to the items mentioned in

paragraph 5. below, together with

dimensional drawings and the

documentation as referred to in

paragraph 6.1. below. The numbers

and/or symbols identifying the vehicle

type shall be specified.

3.3. A vehicle representative of the vehicle

type to be approved shall be submitted

to the Technical Service conducting the

approval tests.

4.申請者於申請認證測試時應至少提供一部代表車及下列文件：

4.1 規定 3.之車輛規格資料，與實車圖示及 /或照片。

4.2規定 5.所述項目之車輛型式說明，且併同尺寸圖及規定6.1所指之文件。

(即為規定4.相關要求)

4. Approval (不影響國內基準條文)

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4.1. If the vehicle type submitted for

approval pursuant to this Regulation

meets the requirements of paragraph 5.

below, approval of that vehicle type

shall be granted.

4.2. The conformity of the requirements in

paragraph 5. below shall be verified

with the test procedure as defined in

paragraph 6. below, however its

operation shall not be limited to these

test conditions.

4.3. An approval number shall be assigned

to each vehicle type approved; its first

two digits (00 for this Regulation in its

initial form) shall indicate the series of

amendments incorporating the most

recent major technical amendments

made to this Regulation at the time of

issue of the approval. The same

Contracting Party shall not assign the

same number to the same vehicle type

equipped with another type of BSIS, or

to another vehicle type.

4.4. Notice of approval or of refusal or

withdrawal of approval pursuant to this

Regulation shall be communicated to

the Parties to the Agreement applying

this Regulation by means of a form

conforming to the model in Annex 1

and photographs and/or plans supplied

by the applicant being in a format not

exceeding A4 (210 x 297 mm), or

folded to that format, and on an

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appropriate scale.

4.5. 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

conforming to the model described in

Annex 2, consisting of either:

4.5.1. A circle surrounding the letter "E"

followed by:

(a) the distinguishing number of the country

which has granted approval;2 and (b)

the number of this Regulation,

followed by the letter "R", a dash and

the approval number to the right of the

circle prescribed in this paragraph; or 2 The distinguishing numbers of the

Contracting Parties to the 1958

Agreement are reproduced in Annex 3

to the Consolidated Resolution on the

Construction of Vehicles (R.E.3),

document

ECE/TRANS/WP.29/78/Rev.6 -

www.unece.org/trans/main/wp29/wp29

wgs/wp29gen/wp29resolutions.html

4.5.2. An oval surrounding the letters "UI"

followed by the Unique Identifier.

4.6. If the vehicle conforms to a vehicle

type approved under one or more other

UN Regulations annexed to the

Agreement, in the country which has

granted approval under this Regulation,

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the symbol prescribed in paragraph 4.5.

above need not be repeated. In such a

case, the UN Regulation and approval

numbers and the additional symbols

shall be placed in vertical columns to

the right of the symbol prescribed in

paragraph 4.5. above.

4.7. The approval mark shall be clearly

legible and be indelible.

4.8. The approval mark shall be placed close

to or on the vehicle data plate.

5. Specifications

5.1. Any vehicle fitted with a BSIS

complying with the definition of

paragraph 2.3. above shall meet the

requirements contained in paragraphs

5.2. to 5.7. of this Regulation.

5.2. General requirements

The effectiveness of the BSIS shall not be

adversely affected by magnetic or

electrical fields. This shall be

demonstrated by compliance with the

technical requirements and transitional

provisions of UN Regulation No. 10,

04 series of amendments or any later

series of amendments.

5.3. Performance requirements

5.3.1. The BSIS shall inform the driver

about nearby bicycles that might be

endangered during a potential turn, by

means of an optical signal, so that the

vehicle can be stopped before crossing

5. 規格規定

5.1 任何配備上述2.1所定義盲點資訊系統之車輛，應符合規定5.2至5.7之要求。

5.2 通則

盲點資訊系統之效能不應受磁場或電場之不良影響，且應證明符合本基準中「電磁相容性」之技術要求。

5.3 性能要求

5.3.1 盲點資訊系統應藉由光學訊號通知駕駛者，於預期轉向過程中可能危及鄰近二輪車輛，使車輛可於穿越二輪車輛路徑前停止。

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the bicycle trajectory.

It shall also inform the driver about

approaching bicycles while the vehicle

is stationary before the bicycle reaches

the vehicle front, taking into account a

reaction time of 1.4 seconds. This shall

be tested according to paragraph 6.6.

The BSIS shall warn the driver, by means of

an optical signal, acoustical signal,

haptic signal or any combination of

these signals, when the risk of a

collision increases.

An optical information signal shall be

maintained only for as long as the

conditions specified in paragraph

5.3.1.4. below are fulfilled.

Deactivation of the information signal

as a result of the vehicle turning away

from the bicycle trajectory is not

allowed as long as a collision between

vehicle and bicycle is still possible, in

case the driver would steer back

towards the bicycle trajectory.

5.3.1.1. The information signal shall meet

the requirements as defined in

paragraph 5.4. below.

5.3.1.2. The warning signal shall meet the

requirements of paragraph 5.5. below.

It may be deactivated manually. In the

case of a manual deactivation, it shall

be reactivated upon each activation of

the vehicle master control switch.

5.3.1.3. The BSIS shall at least operate for

考量一點四秒之反應時間，當車輛靜止且於二輪車輛到達車輛前方之前，系統亦應通知駕駛者二輪車輛正接近中。此項應依照規定6.6進行試驗。

當碰撞風險增加時，盲點資訊系統應以光學訊號、聲音訊號、觸覺訊號或前述訊號之任意組合警告駕駛者。

滿足規定5.3.1.4所述條件下，應持續發送一光學資訊訊號。只要車輛與二輪車輛之間仍存在碰撞風險，則不允許於車輛轉離二輪車輛路徑後關閉資訊訊號，以避免駕駛者再次轉向二輪車輛路徑。

5.3.1.1 資訊訊號應滿足下述規定5.4

之要求。

5.3.1.2 警告訊號應滿足下述規定5.5

之要求。警告訊號可被手動解除，於手動解除狀況下，每次啟動車輛主控制開關後應被重新致動。

5.3.1.3 盲點資訊系統應至少從車輛

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all forward vehicle speeds from

standstill to 30 km/h, for ambient light

conditions above 15 Lux.

5.3.1.4. The BSIS shall give an information

signal at last point of information, for a

bicycle moving with a speed between 5

km/h and 20 km/h, at a lateral

separation between bicycle and vehicle

of between 0.9 and 4.25 metres, which

could result in a collision between

bicycle and vehicle with an impact

position 0 to 6 m with respect to the

vehicle front right corner, if typical

steering motion would be applied by

the vehicle driver.

The information signal shall not be visible

before the first point of information. It

shall be given between the first point of

information and the last point of

information. The first point of

information may be calculated for any

impact position by increasing with the

difference between 6 m and impact

position.

It shall also give an information signal if a

bicycle is detected at a lateral

separation of between 0.25 up to 0.9 m

longitudinally at least located at the

most forward front wheel while driving

straight.

5.3.1.5. The vehicle manufacturer shall

ensure that the number of false-positive

warnings due to the detection of static

靜止至三十公里/小時之所有前進速度下，在環境光源條件高於十五Lux之下運作。

5.3.1.4 二輪車輛以介於五公里/小時至二十公里 /小時間之速度移動，且二輪車輛與車輛之側向間隔介於零點九至四點二十五公尺之間，若駕駛者施加之典型轉向動作可導致車輛與二輪車輛於距離車輛右前端零至六公尺之撞擊位置發生碰撞，則盲點資訊系統應於資訊最末點提供資訊訊號。

資訊訊號不應於資訊最初點前顯示，應於資訊最初點與資訊最末點之間發送訊號。藉由增加六公尺與撞擊位置間之差距，可計算出任何撞擊位置之資訊最初點。

車輛直線行駛時，若偵測到一與該車輛側向間隔介於零點二十五至零點九公尺之縱向前行二輪車輛時，則至少應於該二輪車輛抵達該車輛最前輪位置時，亦應提供一資訊訊號。

5.3.1.5 申請者應確保因偵測靜態非弱勢道路使用者物體 (例如三角錐、交通標誌、護欄及停駐車輛)

13


non-VRU objects such as cones, traffic

signs, hedges and parked cars shall be

minimized. However it may give an

information signal when a collision is

imminent.

5.3.1.6. The BSIS shall automatically

deactivate if it cannot operate properly

due to its sensoring devices being

contaminated by ice, snow, mud, dirt

or similar material or due to ambient

light conditions below those specified

in paragraph 5.3.1.3. This shall be

indicated as specified in paragraph

5.6.2. It shall automatically reactivate

when the contamination disappears and

normal function has been verified. This

shall be tested in accordance with the

provisions of paragraph 6.9. below.

5.3.1.7. The BSIS also shall provide the

driver with a failure warning when

there is a failure in the BSIS that

prevents the requirements of this

Regulation from being met. The

warning shall be as specified in

paragraph 5.6.1. This shall be tested in

accordance with the provisions of

paragraph 6.8. below (failure detection

test).

5.3.2. The manufacturer shall demonstrate,

to the satisfaction of the Technical

Service and Type Approval Authority,

through the use of documentation,

simulation or any other means, that the

所產生之偽陽性警告降至最低。惟其可於碰撞即將發生時提供資訊訊號。

5.3.1.6 若盲點資訊系統之感測裝置受到冰、雪、泥、塵或類似物質汙染，或因規定5.3.1.3所述之環境光源條件而無法正常運作，則該系統應自動解除。此狀況應依規定5.6.2

所述發出訊號。當汙染源不存在且一般功能經過驗證後，系統應自動重新啟動。此項應依照下述規定6.9進行試驗。

5.3.1.7 當盲點資訊系統失效使其無法滿足本基準規定時，盲點資訊系統亦應提供駕駛者一故障警告。此警告應依規定5.6.1所述。此項應依照下述規定6.8(失效偵測試驗)進行試驗。

5.3.2 申請者應透過使用說明文件、模擬或其他方法向檢測機構進行展演，證明系統對較小二輪車輛及較小二輪車輛騎士亦能依規定運作，其與ISO [CD] 19206-4:2018所

14


BSIS is performing as specified also

for smaller bicycles and smaller

bicyclists, differing by not more than

36 per cent from the values detailed in

ISO [CD] 19206-4:2018.

5.4. Information signal

5.4.1. The blind spot information referred to

in paragraph 5.3.1.1. above shall be an

information signal that is noticeable

and easily verifiable by the driver from

the driver's seat. This information

signal shall be visible by daylight and

at night.

5.4.2. The device emitting the information

signal shall be located at the near side

at a horizontal angle greater than 30°

towards an axis parallel to the

longitudinal median plane of the

vehicle and going through the ocular

reference point. If the driver's seating

position is located on the near side of

the vehicle, this value may be reduced.

5.5. Warning signal

5.5.1. The warning signal referred to in

paragraph 5.3.1.2. above shall be a

signal differing, e.g. in mode or

activation strategy, from the

information signal specified in

paragraph 5.4.

5.5.2. It shall be easily understandable for

the driver to relate the warning signal

to the potential collision. In case the

warning signal is an optical signal this

述數值差異不超過百分之三十六。

5.4 資訊訊號

5.4.1 規定5.3.1.1所述之盲點資訊應為駕駛者於駕駛座易於辨識且能輕易判讀之資訊訊號。資訊訊號應於日間及夜晚皆清楚可視。

5.4.2 發送資訊訊號之裝置應位於接近側，其以大於三十度之水平角朝向平行於車輛縱向中心平面之軸，並通過駕駛者參考眼點。若駕駛座位於車輛之接近側，則可減少此數值。

5.5 警告訊號

5.5.1 上述規定5.3.1.2之警告訊號應不同於規定5.4所述之資訊訊號

(例如於模式或啟動策略)。

5.5.2 其應能讓駕駛者輕易理解，將警告訊號連結至潛在碰撞。若警告訊號為光學訊號，則此訊號應於日間及夜晚皆清楚可視。

15


signal shall also be visible by daylight

and at night.

5.5.3. The warning signal shall be activated

at the earliest when the system detects

a potential collision, e.g. by the

intention of a turn towards the bicycle,

e.g. by evaluating the distance between

or trajectory intersection of vehicle and

bicycle, direction indicator activation

or similar. The strategy shall be

explained in the information referred to

in paragraph 6.1. It shall not depend

solely on the activation of the direction

indicator.

The Technical Service shall verify the

operation of the system according to

the strategy.

5.6. Failure warning signals

5.6.1. The failure warning referred to in

paragraph 5.3.1.7. above shall be a

yellow optical warning signal, and

shall be other than or clearly

distinguishable from the information

signal. The failure warning signal shall

be visible by daylight and night, and

shall be easily verifiable by the driver

from the driver's seat.

5.6.2. The optical warning signal referred to

in paragraph 5.3.1.6. shall indicate that

the BSIS is temporarily not available.

It shall remain active as long as the

BSIS is not available. The failure

warning signal specified in paragraph

5.5.3 警告訊號應於系統偵測到潛在碰撞時盡快啟動(例如車輛轉向欲朝向二輪、評估車輛與二輪車輛之間距離、車輛與二輪車輛之路徑相交、方向燈作動或其他類似狀況)。此策略應於規定6.1所述資訊內進行說明。警告訊號不應僅依靠方向燈之作動而致動。

檢測機構應驗證系統是否依照策略運作。

5.6 故障警告訊號

5.6.1 規定5.3.1.7所述之故障警告訊號應為一黃色光學警告訊號，且應不同於資訊訊號或與資訊訊號明顯區別。故障警告訊號應於日間及夜晚皆清楚可視，且應能使駕駛者於駕駛座輕易判讀。

5.6.2 規定5.3.1.6所述之光學警告訊號應指示盲點資訊系統短暫不可用。其盲點資訊系統不可用時應維持致動狀態。規定5.3.1.7所述之故障警告訊號可用來達成此目的。

16


5.3.1.7. above may be used for this

purpose.

5.6.3. The BSIS optical failure warning

signals shall be activated with the

activation of the vehicle master control

switch. This requirement does not

apply to warning signals shown in a

common space.

5.7. Provisions for inspection

5.7.1. It shall be possible to confirm the

correct operational status of the BSIS

by a visible observation of the failure

warning signal status.

5.6.3 盲點資訊系統之光學故障警告訊號應於車輛主控制開關啟動時致動。此要求不適用於共用空間顯示之警告訊號。

5.7 檢驗規定

5.7.1 應能透過視覺檢查故障警告訊號狀態，確認盲點資訊系統之正確運作狀態。

6. Test procedure

6.1. The manufacturer shall provide a

documentation package which gives

access to the basic design of the system

and, if applicable, the means by which

it is linked to other vehicle systems.

The function of the system including

its sensing and warning strategy shall

be explained and the documentation

shall describe how the operational

status of the system is checked,

whether there is an influence on other

vehicle systems, and the method(s)

used in establishing the situations

which will result in a failure warning

signal being displayed.

The documentation package shall give

sufficient information for the Type

Approval Authority to identify the type

6. 試驗程序

6.1 申請者應提供系統基本設計資料，並依實際情況提供其與車輛其他系統間之連結方式。應說明系統功能，包含其感應及警告策略，且應於文件說明如何檢查系統運作狀態、是否會影響車輛其他系統，以及用以構建故障警告訊號顯示機制之方法。

相關文件應提供足夠資訊以識別型式，並對最嚴苛狀況之挑選決策提供輔助。

17


of and to aid the decision-making on

the selection of worst-case conditions.

6.2. Test conditions

6.2.1. The test shall be performed on a flat,

dry asphalt or a concrete surface.

6.2.2. The ambient temperature shall be

between 0° C and 45° C.

6.2.3. The test shall be performed under

visibility conditions that allow safe

driving at the required test speed.

6.3. Vehicle conditions

6.3.1. Test weight

The vehicle may be tested at any condition

of load, the distribution of the mass

among the axles shall be stated by the

vehicle manufacturer without

exceeding any of the maximum

permissible mass for each axle. No

alteration shall be made once the test

procedure has begun. The vehicle

manufacturer shall demonstrate

through the use of documentation that

the system works at all conditions of

load.

6.3.2. The vehicle shall be tested at the tyre

pressures for normal running

conditions.

6.3.3. In the case where the BSIS is

equipped with a user-adjustable

information timing, the test as

specified in paragraphs 6.5. and 6.6.

below shall be performed for each test

case with the information threshold set

6.2 試驗條件

6.2.1 試驗應於平坦且乾燥之柏油或水泥路面上執行。

6.2.2 環境溫度應介於攝氏零度至四十五度之間。

6.2.3 應在良好視野狀況下使駕駛者能安全地以要求之試驗速度進行試驗。

6.3 車輛條件

6.3.1 試驗重量

可於車輛任何負載狀態下進行試驗，惟軸重分配應依申請者宣告且不超過每軸最大設計軸重，試驗開始後即不得變更前述條件。申請者應透過使用說明文件證明此系統於所有負載狀態下均可正常運作。

6.3.2 車輛應以正常行駛狀態下之胎壓進行試驗。

6.3.3 若盲點資訊系統具備使用者可調整資訊發送時機之功能，則下述規定6.5及6.6之每一試驗案例，應以最靠近碰撞點產生資訊訊號之資訊門檻設定 (即最嚴苛狀況設定)進行試驗。試驗開始後不得變

18


at the settings that generate the

information signal closest to the

collision point, i.e. worst case setting.

No alteration shall be made once the

test run has started.

6.4. Optical failure warning signals

verification test

6.4.1. With the vehicle stationary check that

the warning signals comply with the

requirements of paragraph 5.6. above.

6.4.2. With the vehicle stationary, activate

the information and warning signals as

specified in paragraphs 5.4. and 5.5.

and verify that the signals comply with

the requirements specified in those

paragraphs.

6.5. Blind Spot Information Dynamic Test

6.5.1. Using cones and the bicycle dummy,

form a corridor according to Figure 1

in Appendix 1 to this Regulation and

the additional dimensions as specified

in Table 1 of Appendix 1 to this

Regulation.

6.5.2. Position the bicycle target at the

appropriate starting position as shown

in Figure 1 of Appendix 1 to this

Regulation.

6.5.3. Position a local traffic sign

corresponding to sign C14 as defined

in the Vienna convention on road signs

and signals3 (speed limit 50 km/h) or

the local sign closest to this sign in

meaning on a pole at the entry of the

更前述條件。

6.4 光學故障警告訊號驗證試驗

6.4.1 車輛處於靜止狀態下，檢查警告訊號是否符合上述規定5.6之要求。

6.4.2 車輛處於靜止狀態下，啟動如規定5.4及5.5所述之資訊訊號及警告訊號，驗證訊號是否符合前述規定之要求。

6.5 盲點資訊動態試驗

6.5.1 使用三角錐及二輪車輛人偶，依照圖一排列形成通道以及表一指定之額外尺度。

6.5.2 將二輪車輛目標放置於圖一之適當起始位置。

6.5.3 將維也納公約所定義標誌C14

對應之當地交通標誌標示於道路標誌及訊號(速度限制五十公里/小時)或意義最相近之當地標誌，以設於桿上之方式置於圖一之通道入口處。標誌之最低點應高於試驗

19


corridor which as shown in Figure 1 of

Appendix 1 to this Regulation. The

lowest point of the sign shall be located

at 2 m above the test track surface. 3 See ECE/TRANS/196, para. 91 on the

Convention on Road Signs and Signals

of 1968 European Agreement

Supplementing the Convention and

Protocol on Road Markings, Additional

to the European Agreement.

6.5.4. Drive the vehicle at a speed as shown

in Table 1 of Appendix 1 to this

Regulation with a tolerance of ±2 km/h

through the corridor.

6.5.5. Do not operate the direction

indicators during the test.

6.5.6. Put the dummy on the starting point

as showed in Figure 1 of Appendix 1 to

this Regulation. The dummy shall be

moved along a straight line as showed

in Figure 1 of Appendix 1. The

acceleration of the dummy shall be

such that the dummy shall have

reached the speed for the actual test

case, as shown in Table 1, after a

distance of not more than 5.66 m and

after the acceleration the dummy shall

move in a steady pace for at least 8

seconds with a speed tolerance of ±0.5

km/h. The dummy shall cross line A

(Figure 1 of Appendix 1) with a

tolerance of ±0.5 m at the same time as

the vehicle cross line B (Figure 1 of

路面兩公尺。

6.5.4 以表一所示速度(容許誤差正/

負兩公里/小時)駕駛車輛通過通道。

6.5.5 試驗過程中不得作動方向燈。

6.5.6 將二輪車輛人偶放置於圖一之起始點。二輪車輛人偶應沿著圖一之直線移動。二輪車輛人偶之加速度應使二輪車輛人偶於不超過五點六十六公尺之距離後，到達實際試驗案例之速度(如表一所示)，且加速後二輪車輛人偶應以穩定速度(容許誤差正/負零點五公里/小時)前進至少八秒。於車輛通過線B(容許誤差正/負零點五公尺)時，二輪車輛人偶應同時通過線A(容許誤差正/負零點五公尺)，如圖一所示。

20


Appendix 1) with a tolerance of ±0.5

m.

If the acceleration distance cannot be

achieved, adjust bicycle starting

position and vehicle corridor length by

the same amount.

The lateral deviation of the dummy with

respect to a straight line connecting

initial starting position and theoretical

collision point (as defined in Figure 1

of Appendix 1) shall be maximum ±0.2

m.

6.5.7. Verify if the Blind Spot Information

signal has been activated before the

vehicle crosses line C in Figure 1 of

Appendix 1 to this Regulation, and if

the Blind Spot Information signal has

not been activated before the vehicle

crosses line D in Figure 1.

6.5.8. Verify that the Blind Spot

Information signal has not been

activated when passing the traffic sign

and any cones as long as the bicycle

dummy is still stationary.

6.5.9. Repeat paragraphs 6.5.1. to 6.5.8. for

test cases shown in Table 1 of

Appendix 1 to this Regulation.

Where this is deemed justified, the

Technical Service may select test cases

different than shown in Table 1 of

Appendix 1, within the range of

vehicle speed, bicycle speed and lateral

clearance as indicated in paragraphs

若加速距離不足，則以等量調整二輪車輛起始位置及車輛通道長度。

相對於起始位置與理論碰撞點(如圖一所定義)相連之直線，二輪車輛人偶最大橫向偏差值應為正/負零點二公尺。

6.5.7 驗證盲點資訊訊號已於車輛通過圖一之線C前被致動，並驗證盲點資訊訊號未於車輛通過圖一之線D前被致動。

6.5.8 只要二輪車輛人偶仍處於靜止狀態下，通過交通標誌及任何三角錐時驗證盲點資訊系統訊號未被致動。

6.5.9 對表一所示之試驗案例重複進行規定6.5.1至6.5.8。

檢測機構認為合理之狀況下，其可選擇不同於表一之試驗案例，於規定5.3.1.3及5.3.1.4所述之車輛速度、二輪車輛速度及側向間距範圍內進行試驗。

21


5.3.1.3. and 5.3.1.4.

The Technical Service shall check that the

parameter combination in the selected

test cases would lead to a collision

between the bicycle and the vehicle

with an impact position in the range as

specified in paragraph 5.3.1.4. and

shall assure that the vehicle is moving

with the selected speed when crossing

line C in Figure 1 of Annex 1 by

appropriately adjusting starting

distances and corridor length for the

vehicle and the bicycle.

6.5.10. The test is passed when the Blind

Spot Information signal has been

activated in all test cases as shown in

Table 1 of Appendix 1 to this

Regulation before the vehicle has

crossed line C (see paragraph 6.5.7.

above) and the Blind Spot Information

signal has not been activated in any test

run when the vehicle passes the traffic

sign (see paragraph 6.5.8. above).

For vehicle speeds up to 5 km/h, it is

deemed satisfactory if the information

signal is activated 1.4 seconds before

the bicycle has reached the theoretical

collision point as specified in

Appendix 1, Figure 1.

For vehicle speeds between 5 and 10 km/h,

the value dc shall be 5 m.

For vehicle speeds above 25 km/h, where

the stopping distance is higher than 15

檢測機構應檢查所選試驗案例中將導致車輛與二輪車輛之間以規定5.3.1.4所述範圍內之撞擊位置發生碰撞之參數組合，並應藉由適當地調整車輛及二輪車輛之初始距離及通道長度，確保車輛於通過圖一之線C時以選定速度移動。

6.5.10 表一所有試驗案例中，若盲點試驗系統訊號已於車輛通過線C(如上述規定6.5.7)前被致動，且於任何試驗行程中通過交通標誌(如上述規定6.5.8)時未被致動，則視為通過試驗。

對於車速最高五公里/小時之狀況，若資訊訊號於二輪車輛到達圖一所述之理論碰撞點前一點四秒時被致動，則視為滿足。

對於車速介於五至十公里/小時之間狀況，dc值應為五公尺。

對於車速高於二十五公里/小時之狀況，當煞停距離大於十五公尺時，

22


m, dc as specified in Appendix 1,

Figure 1 shall be as specified in

Appendix 1, Table 2.

6.6. Blind Spot Information Static Tests

6.6.1. Static Test Type 1

Leave the vehicle under test stationary.

Then manoeuvre the bicycle dummy

perpendicular to the longitudinal

median plane of the vehicle with an

impact position 1.15 m in front of the

most forward point of the vehicle, with

a speed of 5 ± 0.5 km/h and a lateral

tolerance of 0.2 m, as shown in Figure

2 in Appendix 1.

The test is passed if the Blind Spot

Information signal is activated at the

latest when the distance between

bicycle and vehicle is 2 m.

6.6.2. Static Test Type 2

Leave the vehicle under test stationary.

Then manoeuvre the bicycle dummy

parallel to the longitudinal median

plane of the vehicle, with a lateral

separation of 2.75 ± 0.2 m, with a

bicycle speed of 20 ± 0.5 km/h, as

shown in Figure 2 of Appendix 1.

The bicycle should be at constant speed at

least 44 m before passing the most

forward vehicle point.

The test is passed if the Blind Spot

information signal is activated at the

latest when the bicycle is 7.77 m away

from the projection of the vehicle's

圖一所示之dc應依表二所述。

6.6 盲點資訊靜態試驗

6.6.1 靜態試驗型式一

受驗車輛處於靜止狀態，接著調整二輪車輛人偶方向使其垂直於車輛縱向中心平面，且撞擊位置位於車輛最前點前方一點十五公尺處，並以五正/負零點五公里/小時之速度及零點二公尺之側向容許誤差前進，如圖二所示。

若盲點資訊訊號最晚於二輪車輛與車輛之間距為兩公尺時被致動，則視為通過試驗。

6.6.2 靜態試驗型式二

受驗車輛處於靜止狀態，接著調整二輪車輛人偶使其與車輛縱向中心平面平行，且側向間隔為二點七十五正/負零點二公尺，並以二十正/

負零點五公里/小時之速度前進，如圖二所示。

二輪車輛應於通過車輛最前點之前至少四十四公尺時處於定速。

盲點資訊訊號最晚應於二輪車輛與車輛最前點於二輪車輛移動線之投影點的距離為七點七十七公尺時被致動，方能視為通過試驗。

23


most forward point to the bicycle line

of movement.

6.7. The manufacturer shall demonstrate, to

the satisfaction of the Technical

Service and Type Approval Authority,

through the use of documentation,

simulation or any other means, that the

Blind Spot Information signal is not

activated, as described in paragraph

6.5.10., when the vehicle passes any

other usual stationary object than the

traffic sign. In particular, parked cars

shall be addressed.

6.8. Failure detection test

6.8.1. Simulate a BSIS failure, for example

by disconnecting the power source to

any BSIS component or disconnecting

any electrical connection between

BSIS components. The electrical

connections for the failure warning

signal of paragraph 5.6.1. above shall

not be disconnected when simulating a

BSIS failure.

6.8.2. The failure warning signal mentioned

in paragraph 5.3.1.7. above and

specified in paragraph 5.6.1. shall be

activated and remain activated while

the vehicle is being driven and be

reactivated upon each activation of the

vehicle master control switch as long

as the simulated failure exists.

6.9. Automatic deactivation test

6.9.1. Contaminate any of the system's

6.7 申請者應透過使用說明文件、模擬或其他方法向檢測機構進行展演，證明盲點資訊訊號於車輛通過任何非交通標誌之靜態物體時未被致動(如規定6.5.10)。應特別描述停駐車輛。

6.8 失效偵測試驗

6.8.1 模擬一盲點資訊系統失效，如藉由切斷任何盲點資訊系統組件之電源，或切斷任何盲點資訊系統組件間之電路。模擬盲點資訊系統故障時，不應切斷上述規定5.6.1

之故障警告訊號電路。

6.8.2 一旦模擬失效存在，規定5.3.1.7及5.6.1所述之故障警告訊號應於車輛行駛時致動並維持致動狀態，且應於每次啟動車輛主控制開關後被重新致動。

6.9 自動解除試驗

6.9.1 以相當於雪、冰或泥之物質(例

24


sensing devices completely with a

substance comparable to snow, ice or

mud (e.g. based on water). The BSIS

shall automatically deactivate,

indicating this condition as specified in

paragraph 5.6.2.

6.9.2. Remove any contamination from the

system's sensing devices completely

and perform a reactivation of the

vehicle master control switch. The

BSIS shall automatically reactivate

after a driving time not exceeding 60

seconds.

如以水為基礎之物質)完全遮蔽系統之任何感測裝置。盲點資訊系統應自動解除，並依規定5.6.2所述指示此狀況。

6.9.2 完全移除系統之感測裝置任何汙染物，且重新啟動車輛主控制開關。盲點資訊系統應於不超過六十秒之行駛時間自動重新啟動。

7. Modification of vehicle type and

extension of approval

7.1. Every modification of the vehicle type

as defined in paragraph 2.2. of this

Regulation shall be notified to the

Type Approval Authority which

approved the vehicle type. The Type

Approval Authority may then either:

7.1.1. Consider that the modifications made

do not have an adverse effect on the

conditions of the granting of the

approval and grant an extension of

approval;

7.1.2. Consider that the modifications made

affect the conditions of the granting of

the approval and require further tests or

additional checks before granting an

extension of approval.

7.2. Confirmation or refusal of approval,

(此部分不影響檢測基準，故不進行調合)

25


specifying the alterations, shall be

communicated by the procedure

specified in paragraph 4.4. above to the

Contracting Parties to the Agreement

applying this Regulation.

7.3. The Type Approval Authority shall

inform the other Contracting Parties of

the extension by means of the

communication form which appears in

Annex 1 to this Regulation. It shall

assign a serial number to each

extension, to be known as the

extension number.

8. Conformity of production

8.1. Procedures for the conformity of

production shall conform to the general

provisions defined in Article 2 and

Schedule 1 to the Agreement

(E/ECE/TRANS/505/Rev.3) and meet

the following requirements:

8.2. A vehicle approved pursuant to this

Regulation shall be so manufactured as

to conform to the type approved by

meeting the requirements of paragraph

5. above;

8.3. The Type Approval Authority which

has granted the approval may at any

time verify the conformity of control

methods applicable to each production

unit. The normal frequency of such

inspections shall be once every two

years.


26


9. Penalties for non-conformity of

production

9.1. The approval granted in respect of a

vehicle type pursuant to this

Regulation may be withdrawn if the

requirements laid down in paragraph 8.

above are not complied with.

9.2. If a Contracting Party withdraws an

approval it had previously granted, it

shall forthwith so notify the other

Contracting Parties applying this

Regulation by sending them a

communication form conforming to the

model in Annex 1 to this Regulation.


10. Production definitively discontinued

If the holder of the approval completely

ceases to manufacture a type of vehicle

approved in accordance with this

Regulation, they shall so inform the

Type Approval Authority which

granted the approval, which in turn

shall forthwith inform the other

Contracting Parties to the Agreement

applying this Regulation by means of a

communication form conforming to the

model in Annex 1 to this Regulation.


11. Names and addresses of the Technical

Services responsible for conducting

approval tests and of Type Approval

Authorities

The Contracting Parties to the Agreement

applying this Regulation shall


27


communicate to the United Nations

Secretariat the names and addresses of

the Technical Services responsible for

conducting approval tests and of the

Type Approval Authorities which grant

approval and to which forms certifying

approval or extension or refusal or

withdrawal of approval are to be sent.

Appendix 1

Figure 1

Dynamic tests

(請參考頁末圖示)

Figure 2

Static tests


Figure 3

Impact location


Table 1

Test cases

The following table details the test cases,

using the following variables:

vvehicle steady-state velocity of vehicle

vbicycle steady-state velocity of bicycle

da bicycle position when vehicle crosses

line b

db vehicle position when bicycle crosses

line a

dc vehicle position at last point of

information

dd vehicle position at first point of

information (dc+(6m-Impact

6.10 相關參考資料

圖一

動態試驗


圖二

靜態試驗


圖三

撞擊位置


表一

試驗案例

下表詳細說明試驗案例，其中：

νvehicle=穩定狀態車輛速度

νbicycle=穩定狀態二輪車輛速度

da =車輛通過線B時之二輪車輛位置

db =二輪車輛通過線A時之車輛位置

dc =資訊最末點之車輛位置

dd =資訊最初點之車輛位置。對於車速為十公里/小時者：(dc+(六公尺-

28


Position)+11.11 m for vehicle speeds

of 10 km/h and dc+(6m-Impact

Position)+22.22 m for vehicle speeds

of 20 km/h)

dbicycle starting position of bicycle

lcorridor length of vehicle corridor

dcorridor width of vehicle corridor

dlateral lateral separation between bicycle and

vehicle

The following variables do not specify test

cases, but are given for information

only (not influencing test parameters):

(a) Impact position [m], this specifies the

impact position for which the values of

da and db in Table 1 have been

calculated (dd is always calculated for

either an impact position of 6 m or start

of synchronized movement, in case of

same speeds for vehicles and bicycle);

(b) Turn radius [m], this specifies the turn

radius for which the values of da and

db in Table 1 have been calculated.

(請參考頁末表格)

Table 2

dc for speeds above 25 km/h


撞擊位置)+十一點十一公尺)；對於車速為二十公里 /小時者：(dc+(六公尺-撞擊位置)+二十二點二十二公尺)

dbicycle =二輪車輛之起始位置

lcorridor=車輛通道之長度

dcorridor =車輛通道之寬度

dlateral =二輪車輛與車輛間之側向間隔

下列變數未指定試驗案例，惟僅供參考(不影響試驗參數)：

(a)撞擊位置(單位：公尺)：具體說明表一已計算之da值及db值之撞擊位置(若車輛及二輪車輛速度相同，則dd常對六公尺之撞擊位置或同步移動之起始點進行計算)；

(b)迴轉半徑(單位：公尺)：具體說明表一已計算之da值及db值之迴轉半徑。


表二

車速高於二十五公里/小時之dc值


Annex 1

Communication

(Maximum format: A4 (210 x 297 mm)

issued by : (Name of administration)

......................................

......................................


29


......................................

1Concerning:

2 Approval granted

1 Distinguishing number of the country

which has

granted/extended/refused/withdra

wn an approval (see approval

provisions in this Regulation). 2 Strike out what does not apply.

Approval extended

Approval refused

Approval withdrawn

Production definitively discontinued of

a type of vehicle with regard to the

Blind Spot Information System

(BSIS) pursuant to UN Regulation

No. [XXX]

Approval No.:

1. Trademark:

2. Type and trade name(s):

3. Name and address of manufacturer:

4. If applicable, name and address of

manufacturer's representative:

5. Brief description of vehicle:

6. Date of submission of vehicle for

approval:

7. Technical Service performing the

30


approval tests:

8. Date of report issued by that Service:

9. Number of report issued by that

Service:

10. Reason(s) for extension (if

applicable) :

11. Approval with regard to the BSIS is

granted/refused:2

2 Strike out what does not apply.

12. Place: ..........................

13. Date: ....................................

14.

Signature: .......................................

.........

15. Annexed to this communication are

the following documents, bearing

the approval number indicated

above: ......................

16. Any remarks: ..............................

Annex 2

Arrangements of approval marks

(see paragraphs 4.5. to 4.5.2. of this

Regulation)

The above approval mark affixed to a

vehicle shows that the vehicle type

concerned has been approved in

Germany (E1) with regard to the BSIS

pursuant to UN Regulation No. XXX.

The first two digits of the approval

number indicate that the approval was

granted in accordance with the


31


requirements of UN Regulation No.

[XXX] in its original form.

The above Unique Identifier shows that the

type concerned has been approved and

that the relevant information on that

type-approval can be accessed on the

UN secure internet database by using

270650 as Unique Identifier. Any

leading zeroes in the Unique Identifier

may be omitted in the approval

marking.

Annex 3 Procedure to define

performance requirements for test

cases other than those shown in the

test case table

According to paragraph 6.5.9., the

Technical Service may test other test

cases than those shown in Table 1,

Appendix 1.

In this case, the Technical Service is obliged

to verify that the selected parameter

combination would lead to a critical

situation.

As a guidance for this, the following

procedure assists in specifying the

performance requirements.

da – the value da is used for synchronization

between vehicle and bicycle

movement. It is computed by

multiplying 8 seconds of constant

speed travel with the bicycle speed as

7.定義非屬試驗案例表中試驗案例之性能要求程序

依照規定6.5.9，檢測機構可進行非屬表一試驗案例之試驗。

在此情況下，檢測機構應驗證所選擇之參數組合是否會導致危急情況發生。

下述程序將協助確立性能要求。

da – da值係用於車輛及二輪車輛移動間之同步化。藉由將定速行駛時間八秒與表格內所述之二輪車輛速度相乘計算而得：

32


specified in the table:

db – the value db is used for synchronization

between vehicle and bicycle

movement. It is composed of three

parts. The first part corresponds to 8

seconds of constant travel of the truck:

The second part shifts the synchronization

by taking into account the impact

position of the bicycle. It is given using

the Impact Location L:

The third part then takes into account the

longer travel of the truck due to

negotiating a constant radius turn

towards the collision point rather than

just going straight ahead as the bicycle

does.

The turn segment is approximated by a

constant radius circle that ends as soon

as the desired lateral displacement is

achieved. Therefore db needs to be

shifted by the difference distance

between straight and turning.

It can be calculated using the turn radius R,

the lateral displacement Y=dlateral +

0.25 m (distance bicycle centreline to

db – db值係用於車輛及二輪車輛移動間之同步化。其由三部分組成，第一部分對應貨車定速行駛時間八秒：

第二部分透過考量二輪車輛之撞擊位置偏移同步化。其係使用撞擊位置L：

為了達成朝向碰撞點之定半徑轉向而非二輪車輛僅直行向前，第三部分將考慮貨車之較長行程。

藉由一只要達成所需側向位移即結束之定半徑圓預估轉向部分，因此須藉由直行及轉向間之距離差移動db。

可使用迴轉半徑R、側向位移Y=dlateral

+零點二十五公尺(二輪車輛中心線至車輛邊緣之距離)及撞擊位置

33


vehicle edge) and the impact location

L.

The final value for db is db,1 minus the other

two parts db,2 and db,3:

The value dc defines the last point of

information. For vehicle speeds of 10

km/h and higher, it is the maximum of

two values:

the first value has been derived from

physical test runs and characterizes at

what distance from the collision point

the heavy vehicle turn is started at the

earliest and by turning towards the

outside, the value is: 15 m.

The second value is the stopping distance,

considering reaction time and the brake

deceleration a, using the parameters

deceleration and reaction time (5 m/s²

and 1.4 seconds, respectively):

Therefore, dc is defined by

For vehicle speeds below 5 km/h, it is

sufficient if the information signal is

given at a distance corresponding to a

TTC value of 1.4 seconds (similar to

L計算而得。

db最終值即為db,1減去另兩個部分db,2

及db,3。

dc值定義為資訊最末點。對於車輛速度十公里/小時及更高者，其係兩數值之最大值：

第一個數值係由物理試驗行程及特性，從碰撞點至重型車輛轉向之最早起始處且藉由朝外轉向推導而得之距離，該數值為：十五公尺。

第二個數值為煞停距離，其考慮反應時間及煞車減速度a，且使用減速度參數及反應時間(分別為五公尺/

秒平方及一點四秒)：

故利用下列公式計算定義dc：

對於車速低於五公里/小時者，若於一點四秒之碰撞時間所對應之距離發送資訊訊號則足夠(相似於靜態試驗)，對於車速高於五公里/小

34


the static tests), and for vehicle speeds

above 5 and below 10 km/h, the value

dc is reduced to 5 m.

Finally, dd is the first point of information.

It can be calculated by adding the

distance corresponding to 4 seconds of

vehicle travel time to dc and correcting

for the impact position in case the

impact position is not 6 m:

These formulas allow to completely

populate Table 1 in Appendix 1 for test

cases other than those defined there.

時且低於十公里/小時者，dc值則減少為五公尺。

最後，dd為資訊最初點，其可藉由將對應車輛行駛時間四秒之距離加上dc計算而得，且若撞擊位置非為六公尺，則對撞擊位置進行修正：

對於非屬表一所定義之試驗案例，這些公式可完整地將數值代入表一。

增修內容增修內容(中文)

Figure 1

圖一

撞擊位置

35

Figure 2

圖二

若無特別規定，則容許誤差值為正/負零點一公尺

靜止車輛

車輛右前端

靜態試驗類型

一之二輪車輛

處於定速位置

靜態試驗類型

二之二輪車輛

處於定速位置靜態試驗類

型一之二輪

車輛移動線

靜態試驗類型二之

二輪車輛移動線

靜態試驗類型一

之資訊最末點靜態試驗類型二

之資訊最末點

36

Figure 3

圖三

Table 1

表一

試驗

案例

νbicycle

[公里/

小時]

νvehicle

[公里/

小時]

dlateral

[公尺]

da

[公尺]

db

[公尺]

dc

[公尺]

dd

[公尺]

dbicycle

[公尺]

lcorridor

[公尺]

dcorridor

[公尺]

僅供參考(不影

響試驗參數)

撞擊

位置

[公尺]

迴轉

半徑

[公尺]

1 20 10

1.25 44.4

15.8 15 26.1

65 80

車輛

寬度

加上

一公

尺

6 5

2 20 10 22 15 32.3 0 10

3 20 20 38.3 38.3 65 6 25

4 10 20

4.25

22.2 43.5 15 43.2 0 25

5 10 10 19.8 19.8 65 0 5

6 20 10 44.4

14.7 15

26.1 6 10

7 17.7 29.1 3 10

Table 2 表二

車輛速度[公里/小時] dc[公尺]

25 15

車輛

撞擊位置

37

26 15.33

27 16.13

28 16.94

29 17.77

30 18.61

38

UN R151 BLIND SPOT INFORMATION SYSTEM 00-S1 盲點資訊系統


00-S1 0. Introduction (for information)

…

0.7 This regulation allows the technical

services to test other, more or less random,

parameter combinations that are not laid

down in the table 1 in Appendix 1. It is

anticipated that the systems will be more

robust, but it makes the test procedure also

more complex:

To be able to appropriately analyze the pass

or fail of the system according to the

requirements in paragraph 5, annex 3 is

included to calculate pass and fail values.

There could, however, be contradicting

requirements where an information signal

is not allowed for one test case, but is

required for another, in the exact same

relative positions of bicycle and vehicle,

but for different assumed turn radii and

impact positions (which are not detectable

by the system at the points of information).

Therefore, the evaluation of the criterium

“first point of information” is not carried

out for these kinds of tests; it shall be

considered sufficient if the false

information test (traffic sign) is passed.

0. Introduction (for information) (修訂不影響檢測基準 ) ○○、偵測二輪車輛之盲點資訊系統(草案)

2. Definitions

…


projection of the point that results from the

2. Definitions

…


projection of the point that results from the

2. 名詞釋義

…

2.14 車輛右前端 (Vehicle front right

corner)：係指車輛側方平面(不含間

2. 名詞釋義

…

2.14 車輛右前端 (Vehicle front right

corner)：係指車輛側方平面(不含間

39


intersection of the vehicle side plane (not

including devices for indirect vision) and

the vehicle front plane (not including

devices for indirect vision and any part of

the vehicle which is more than 2.0 m above

the ground) on the road surface.

intersection of the vehicle side plane (not

including devices for indirect vision) and

the vehicle front plane (not including

devices for indirect vision) on the road

surface.

接視野裝置)及車輛前方平面(不含間接視野裝置及車輛上任何高於地面二點零公尺之零件)相交於路面上所產生之投影點。

接視野裝置)及車輛前方平面(不含間接視野裝置)相交於路面上所產生之投影點。

5. Specifications

…


5.2.1. The effectiveness of the BSIS shall not

be adversely affected by magnetic or

electrical fields. This shall be demonstrated

by compliance with the technical

requirements and transitional provisions of

UN Regulation No. 10, 04 series of

amendments or any later series of

amendments.

5.2.2. With the exception of BSIS external

elements which are part of another device

subject to specific protrusion requirements,

BSIS external elements may protrude up to

100 mm beyond the width of the vehicle.

…




km/h and 20 km/h, at a lateral separation

between bicycle and vehicle of between 0.9

and 4.25 metres, which could result in a

collision between bicycle and vehicle with

an impact position 0 to 6 m with respect to

the vehicle front right corner, if typical

5. Specifications

…


The effectiveness of the BSIS shall not be

adversely affected by magnetic or electrical

fields. This shall be demonstrated by

compliance with the technical requirements

and transitional provisions of UN

Regulation No. 10, 04 series of

amendments or any later series of

amendments.

…




km/h and 20 km/h, at a lateral separation

between bicycle and vehicle of between 0.9

and 4.25 metres, which could result in a

collision between bicycle and vehicle with

an impact position 0 to 6 m with respect to

the vehicle front right corner, if typical

5.規格規定

…

5.2 通則

5.2.1 盲點資訊系統之效能不應受磁場或電場之不良影響，且應證明符合本基準中「電磁相容性」之技術要求。

5.2.2 除滿足特定突出要求且為其他裝置一部分之盲點資訊系統外部元件外，盲點資訊系統外部元件可突出超過車輛寬度至多一百公釐。

…

5.3.1.4 二輪車輛以介於五公里/小時至二十公里/小時間之速度移動，且二輪車輛與車輛之側向間隔介於零點九至四點二十五公尺之間，若駕駛者施加之典型轉向動作可導致車輛與二輪車輛於距離車輛右前端零至六公尺之撞擊位置發生碰撞，則盲點資訊系統應於資訊最末點提供資訊訊號。

5.規格規定

…

5.2 通則

盲點資訊系統之效能不應受磁場或電場之不良影響，且應證明符合本基準中「電磁相容性」之技術要求。

…

5.3.1.4 二輪車輛以介於五公里/小時至二十公里/小時間之速度移動，且二輪車輛與車輛之側向間隔介於零點九至四點二十五公尺之間，若駕駛者施加之典型轉向動作可導致車輛與二輪車輛於距離車輛右前端零至六公尺之撞擊位置發生碰撞，則盲點資訊系統應於資訊最末點提供資訊訊號。

40


steering motion would be applied by the

vehicle driver.

However, the information signal is not

required when the relative longitudinal

distance between bicycle and front right

corner of the vehicle is more than 30 m to

the rear or 7 m to the front.

steering motion would be applied by the

vehicle driver.

The information signal shall not be visible

before the first point of information. It shall

be given between the first point of

information and the last point of

information. The first point of information

may be calculated for any impact position

by increasing with the difference between 6

m and impact position.

It shall also give an information signal if a

bicycle is detected at a lateral separation of

between 0.25 up to 0.9 m longitudinally at

least located at the most forward front

wheel while driving straight.

惟自行車與車輛右前端之間之相對縱向距離超過後端三十公尺或前端七公尺時，無須提供資訊訊號。

資訊訊號不應於資訊最初點前顯示，應於資訊最初點與資訊最末點之間發送訊號。藉由增加六公尺與撞擊位置間之差距，可計算出任何撞擊位置之資訊最初點。

車輛直線行駛時，若偵測到一與該車輛側向間隔介於零點二十五至零點九公尺之縱向前行二輪車輛時，則至少應於該二輪車輛抵達該車輛最前輪位置時，亦應提供一資訊訊號。

6. Test procedure

…


6.5.1. Using markers and the bicycle dummy,

form a corridor according to Figure 1 in

Appendix 1 to this Regulation and the

additional dimensions as specified in Table

1 of Appendix 1 to this Regulation.

…

6.5.8. Verify that the Blind Spot Information

signal has not been activated when passing

the traffic sign and any markers as long as

the bicycle dummy is still stationary.


test cases shown in Table 1 of Appendix 1

to this Regulation.

Where this is deemed justified, the Technical

6. Test procedure

…


6.5.1. Using cones and the bicycle dummy,

form a corridor according to Figure 1 in

Appendix 1 to this Regulation and the

additional dimensions as specified in Table

1 of Appendix 1 to this Regulation.

…

6.5.8. Verify that the Blind Spot Information

signal has not been activated when passing

the traffic sign and any cones as long as the

bicycle dummy is still stationary.


test cases shown in Table 1 of Appendix 1

to this Regulation.

Where this is deemed justified, the Technical

6. 試驗程序

…


6.5.1 使用記號及二輪車輛人偶，依照圖一排列形成通道以及表一指定之額外尺度。

…

6.5.8 只要二輪車輛人偶仍處於靜止狀態下，通過交通標誌及任何記號時驗證盲點資訊系統訊號未被致動。

6.5.9 對表一所示之試驗案例重複進行規定 6.5.1 至 6.5.8。

檢測機構認為合理之狀況下，其可選

6. 試驗程序

…


6.5.1 使用三角錐及二輪車輛人偶，依照圖一排列形成通道以及表一指定之額外尺度。

…

6.5.8 只要二輪車輛人偶仍處於靜止狀態下，通過交通標誌及任何三角錐時驗證盲點資訊系統訊號未被致動。

6.5.9 對表一所示之試驗案例重複進行規定6.5.1至6.5.8。

檢測機構認為合理之狀況下，其可選

41


Service may select additional test cases

different than shown in Table 1 of

Appendix 1, within the range of vehicle

speed, bicycle speed and lateral clearance

as indicated in paragraphs 5.3.1.3. and

5.3.1.4.


parameter combination in the selected test

cases would lead to a collision between the

bicycle and the vehicle with an impact

position in the range as specified in

paragraph 5.3.1.4. and shall assure that the

vehicle is moving with the selected speed

when crossing line C in Figure 1 of Annex

1 by appropriately adjusting starting

distances and corridor length for the vehicle

and the bicycle.

The criterium “first point of information” is

deemed to be complied with when test

cases other than those from table 1 in

appendix 1 to this regulation are carried

out.

6.5.10. The test is passed when the Blind Spot

Information signal has been activated in all

test cases as shown in Table 1 of Appendix

1 to this Regulation before the foremost

point of the vehicle has reached line C but

not before the foremost point of the vehicle

has reached line D (see paragraph 6.5.7.

above, where line D is only relevant for test

cases taken from Table 1 of Appendix 1)

and the Blind Spot Information signal has

Service may select test cases different than

shown in Table 1 of Appendix 1, within the

range of vehicle speed, bicycle speed and

lateral clearance as indicated in paragraphs

5.3.1.3. and 5.3.1.4.


parameter combination in the selected test

cases would lead to a collision between the

bicycle and the vehicle with an impact

position in the range as specified in

paragraph 5.3.1.4. and shall assure that the

vehicle is moving with the selected speed

when crossing line C in Figure 1 of Annex

1 by appropriately adjusting starting

distances and corridor length for the vehicle

and the bicycle.

6.5.10. The test is passed when the Blind Spot

Information signal has been activated in all

test cases as shown in Table 1 of Appendix

1 to this Regulation before the vehicle has

crossed line C (see paragraph 6.5.7. above)

and the Blind Spot Information signal has

not been activated in any test run when the

vehicle passes the traffic sign (see

paragraph 6.5.8. above).

擇不同於表一之額外試驗案例，於規定 5.3.1.3及 5.3.1.4所述之車輛速度、二輪車輛速度及側向間距範圍內進行試驗。

檢測機構應檢查所選試驗案例中將導致車輛與二輪車輛之間以規定5.3.1.4 所述範圍內之撞擊位置發生碰撞之參數組合，並應藉由適當地調整車輛及二輪車輛之初始距離及通道長度，確保車輛於通過圖一之線 C 時以選定速度移動。

執行非屬規定 6.10 表一中試驗案例時，資訊最初點應符合相關規定。

6.5.10 表一所有試驗案例中，若盲點試驗系統訊號已於車輛最前點到達線 C 前被致動，但未於到達線 D(如上述規定 6.5.7，線 D 僅與規定 6.10

表一中試驗案例有關)前被致動，且於任何試驗行程中通過交通標誌(如上述規定 6.5.8)時未被致動，則視為通過試驗。惟自行車與車輛右前端之間之相對縱向距離超過後端三十公尺或前端七公尺

擇不同於表一之試驗案例，於規定5.3.1.3及5.3.1.4所述之車輛速度、二輪車輛速度及側向間距範圍內進行試驗。

檢測機構應檢查所選試驗案例中將導致車輛與二輪車輛之間以規定5.3.1.4所述範圍內之撞擊位置發生碰撞之參數組合，並應藉由適當地調整車輛及二輪車輛之初始距離及通道長度，確保車輛於通過圖一之線C時以選定速度移動。

6.5.10 表一所有試驗案例中，若盲點試驗系統訊號已於車輛通過線C(如上述規定6.5.7)前被致動，且於任何試驗行程中通過交通標誌(如上述規定6.5.8)時未被致動，則視為通過試驗。

42


not been activated in any test run when the

vehicle passes the traffic sign (see

paragraph 6.5.8. above). However, the

information signal is not required when the

relative longitudinal distance between

bicycle and front right corner of the vehicle

is more than 30 m to the rear or 7 m to the

front.

For vehicle speeds up to 5 km/h, it is deemed

satisfactory if the information signal is

activated 1.4 seconds before the bicycle has

reached the theoretical collision point as

specified in Appendix 1, Figure 1.

For vehicle speeds above 25 km/h, where the

stopping distance is higher than 15 m, dc as

specified in Appendix 1, Figure 1 shall be

as specified in Appendix 1, Table 2.


the satisfaction of the Technical Service and

Type Approval Authority, through the use

of documentation, simulation or any other

means, that the Blind Spot Information

signal is not activated, as described in

paragraph 6.5.10., when the vehicle passes

any other usual stationary object than the

traffic sign. In particular, parked cars and

traffic cones shall be addressed.

For vehicle speeds up to 5 km/h, it is deemed

satisfactory if the information signal is

activated 1.4 seconds before the bicycle has

reached the theoretical collision point as

specified in Appendix 1, Figure 1. For

vehicle speeds between 5 and 10 km/h, the

value dc shall be 5 m.

For vehicle speeds above 25 km/h, where the

stopping distance is higher than 15 m, dc as

specified in Appendix 1, Figure 1 shall be

as specified in Appendix 1, Table 2.


the satisfaction of the Technical Service and

Type Approval Authority, through the use

of documentation, simulation or any other

means, that the Blind Spot Information

signal is not activated, as described in

paragraph 6.5.10., when the vehicle passes

any other usual stationary object than the

traffic sign. In particular, parked cars shall

be addressed.

時，無須提供資訊訊號。

對於車速最高五公里/小時之狀況，若資訊訊號於二輪車輛到達圖一所述之理論碰撞點前一點四秒時被致動，則視為滿足。

對於車速高於二十五公里/小時之狀況，當煞停距離大於十五公尺時，圖一所示之 dc應依表二所述。

6.7 申請者應透過使用說明文件、模擬或其他方法向檢測機構進行展演，證明盲點資訊訊號於車輛通過任何非交通標誌之靜態物體時未被致動(如規定 6.5.10)。應特別描述停駐車輛及三角錐。

對於車速最高五公里/小時之狀況，若資訊訊號於二輪車輛到達圖一所述之理論碰撞點前一點四秒時被致動，則視為滿足。對於車速介於五至十公里/小時之間狀況，dc 值應為五公尺。

對於車速高於二十五公里/小時之狀況，當煞停距離大於十五公尺時，圖一所示之dc應依表二所述。

6.7 申請者應透過使用說明文件、模擬或其他方法向檢測機構進行展演，證明盲點資訊訊號於車輛通過任何非交通標誌之靜態物體時未被致動(如規定6.5.10)。應特別描述停駐車輛。

43


Annex 3 Procedure to define performance

requirements for test cases other than

those shown in the test case table

…


sufficient if the information signal is given

at a distance corresponding to a TTC value

of 1.4 seconds (similar to the static tests).

Annex 3 Procedure to define performance

requirements for test cases other than

those shown in the test case table

…


sufficient if the information signal is given

at a distance corresponding to a TTC value

of 1.4 seconds (similar to the static tests),

and for vehicle speeds above 5 and below

10 km/h, the value dc is reduced to 5 m.


…

對於車速低於五公里/小時者，若於一點四秒之碰撞時間所對應之距離發送資訊訊號則足夠(相似於靜態試驗)。


…

對於車速低於五公里/小時者，若於一點四秒之碰撞時間所對應之距離發送資訊訊號則足夠(相似於靜態試驗)，對於車速高於五公里/小時且低於十公里/小時者，dc值則減少為五公尺。

7.相關參考資料_圖一

原內容增修內容

Figure 1

Figure 1

圖一圖一

44

7.相關參考資料_表一

原內容增修內容

Table 1

Table 1

表一

試驗

案例

νbicycle

[公里/

小時]

νvehicle

[公里/

小時]

dlateral

[公尺]

da

[公尺]

db

[公尺]

dc

[公尺]

dd

[公尺]

dbicycle

[公尺]

lcorridor

[公尺]

dcorridor

[公尺]

僅供參考(不影

響試驗參數)

衝擊

位置

[公尺]

迴轉

半徑

[公尺]

1 20 10

1.25 44.4

15.8 15 26.1

65 80 車輛

寬度

6 5

2 20 10 22 15 32.3 0 10

3 20 20 38.3 38.3 65 6 25

表一

試驗

案例

νbicycle

[公里/

小時]

νvehicle

[公里/

小時]

dlateral

[公尺]

da

[公尺]

db

[公尺]

dc

[公尺]

dd

[公尺]

dbicycle

[公尺]

lcorridor

[公尺]

dcorridor

[公尺]

僅供參考(不影

響試驗參數)

衝擊

位置

[公尺]

迴轉

半徑

[公尺]

1 20 10

1.25 44.4

15.8 15 26.1

65 80 車輛

寬度

6 5

2 20 10 22 15 32.3 0 10

3 20 20 38.3 38.3 - 6 25

使用三角錐標示通道*，間距不超過五公尺。

自行

車移

動線

理論碰撞點

*：使用地區性常見三角錐，其

高度不低於零點四公尺。

**：虛線及鏈線僅作為參考資

訊；其不應標記於通道內之地

面上。其可標示於通道外之地

面上。

若無特別述明，則容許誤差值

為正/負零點一。

自行

車起

始位

置

使用記號標示通道*，間距不超過五公尺。

自行

車移

動線

理論碰撞點

*：使用最高零點零五公尺之記

號。

**：虛線及鏈線僅作為參考資

訊；其不應標記於通道內之地

面上。其可標示於通道外之地

面上。

若無特別述明，則容許誤差值

為正/負零點一。

自行

車起

始位

置

45

4 10 20

4.25

22.2 43.5 15 43.2 ＋一

公尺

0 25

5 10 10 19.8 19.8 65 0 5

6 20 10 44.4

14.7 15

26.1 6 10

7 17.7 29.1 3 10

4 10 20

4.25

22.2 43.5 15 43.2 加上

一公

尺

0 25

5 10 10 19.8 19.8 - 0 5

6 20 10 44.4

14.7 15

26.1 6 10

7 17.7 29.1 3 10

UN R13 BRAKING 11-S15 動態煞車


11-S15 11-S14

5. Specifications

footnote12：

Off-road vehicles, special purpose vehicles

(e.g. mobile plant using nonstandard

vehicle chassis, mobile cranes, hydro-static

driven vehicles in which the hydraulic drive

system is also used for braking and

auxiliary functions, vehicles having a

non-standard chassis where the installation

of sensor(s) for values of lateral

acceleration and/or yaw rate, necessary for

the function of the stability control, cannot

be installed within the specified area close

to the center of gravity of the vehicle

without compromising its special purpose),

N2 vehicles which have all of the following

features: a gross vehicle mass between 3.5

and 7.5 tonnes, a non-standard low-frame

chassis, more than two axles and hydraulic

transmission, Class I and Class A buses of

categories M2 and M3, articulated buses

and coaches, N2 tractors for semi-trailer

with a gross vehicle mass (GVM) between

3.5 and 7.5 tonnes shall be excluded from

this requirement.

5. Specifications

footnote12：


(e.g. mobile plant using non-standard

vehicle chassis – mobile cranes,

hydro-static driven vehicles in which the

hydraulic drive system is also used for

braking and auxiliary functions, N2

vehicles which have all of the following



chassis, more than 2 axles and hydraulic

transmission), Class I, Class A and

articulated vehicles of categories M2 and

M3, N2 tractors for semi-trailer with a

Gross Vehicle Mass (GVM) between 3.5

and 7.5 tonnes, shall be excluded from this

requirement.

四十二之三、動態煞車

1. 實施時間及適用範圍：

…

1.2.1 下述車輛得免配備車輛穩定性電子式控制功能（VSF）；惟若有配備VSF，則該功能應符合本項 6.9 規定：

1.2.1.1 逾三軸之 N3 類車輛(不包括總重量逾二十五公噸及標稱輪圈直徑代號逾 19.5 之四軸 N3 類車輛)；

1.2.1.2 逾三軸或未配備氣壓式懸吊之O3 及 O4 類車輛。

1.2.1.3 G 類車輛；

1.2.1.3.1 液壓傳動系統亦使用於煞車及輔助功能之液壓傳動車輛；

1.2.1.3.2 對於具有非制式底盤之車輛，在不影響其特殊功能之情形下，無法於車輛重心附近之特定區域安裝感測器，測量穩定控制功能所需之側向加速度值及/或橫擺角速度值。

(範例如下供參：)



…


1.2.1.1 逾三軸之 N3 類車輛(不包括總重量逾二五公噸及標稱輪圈直徑代號逾 19.5 之四軸 N3 類車輛)；


1.2.1.3 G 類車輛；

1.2.1.4 液壓傳動系統亦使用於煞車及輔助功能之液壓傳動車輛；

46


1.2.1.4 設有立位之大客車；

1.2.1.5 雙節式大客車；

1.2.1.6 總重量介於三點五至七點五公噸之 N2 類曳引車；

1.2.1.7 同時兼具以下特性之 N2 類車輛：非制式之低底盤(Non-standard

low-frame chassis)、逾二軸、液壓傳動且總重量介於三點五至七點五公噸



1.2.1.7 總重量介於三．五至七．五公噸之 N2 類曳引車；


low-frame chassis)、逾二軸、液壓傳動且總重量介於三．五至七．五公噸

5. Specifications

footnote12：


(e.g. mobile plant using nonstandard

vehicle chassis, mobile cranes, hydro-static

driven vehicles in which the hydraulic drive

system is also used for braking and

auxiliary functions, vehicles having a

non-standard chassis where the installation

of sensor(s) for values of lateral

acceleration and/or yaw rate, necessary for

the function of the stability control, cannot

be installed within the specified area close

to the center of gravity of the vehicle

without compromising its special purpose),

N2 vehicles which have all of the following

5. Specifications

footnote12：


(e.g. mobile plant using non-standard

vehicle chassis – mobile cranes,

hydro-static driven vehicles in which the

hydraulic drive system is also used for

braking and auxiliary functions, N2

vehicles which have all of the following



chassis, more than 2 axles and hydraulic

transmission), Class I, Class A and

articulated vehicles of categories M2 and

M3, N2 tractors for semi-trailer with a

Gross Vehicle Mass (GVM) between 3.5

四十二之四、動態煞車


…


1.1.2.1 逾三軸之 N3 類車輛(不包括總重量逾二十五公噸及標稱輪圈直徑代號逾 19.5 之四軸 N3 類車輛)；


1.1.2.3 G 類車輛；

1.1.2.3.1 液壓傳動系統亦使用於煞車及輔助功能之液壓傳動車輛；

1.1.2.3.2 對於具有非制式底盤之車輛，在不影響其特殊功能之情形

(此處參考 UN R13 11-S15 於 42-4 之實

施時間及適用範圍部分增訂 VSF 之相關規定，以符合實際狀況)

47




chassis, more than two axles and hydraulic

transmission, Class I and Class A buses of

categories M2 and M3, articulated buses

and coaches, N2 tractors for semi-trailer

with a gross vehicle mass (GVM) between

3.5 and 7.5 tonnes shall be excluded from

this requirement.

and 7.5 tonnes, shall be excluded from this

requirement.

下，無法於車輛重心附近之特定區域安裝感測器，測量穩定控制功能所需之側向加速度值及/或橫擺角速度值。



1.1.2.6 總重量介於三點五至七點五公噸之 N2 類曳引車；


low-frame chassis)、逾二軸、液壓傳動且總重量介於三點五至七點五公噸；

Annex 5

…

2.2. Endurance braking system

2.2.1. Power-driven vehicles having a

maximum mass exceeding 16 tonnes, or

authorized to tow a trailer of category O4

shall be fitted with an endurance braking

system according to paragraph 2.15. of this

Regulation which complies with the

following requirements:

2.2.1.1. The endurance braking control

configurations shall be from a type

described in paragraphs 2.15.2.1. to

2.15.2.3. of this Regulation.

2.2.1.2. In the case of an electrical failure of

Annex 5

…

2.2. Anti-lock braking system of trailers

2.2.1. Trailers of category O4 shall be

equipped with category A anti-lock systems

as defined in Annex 13 to this Regulation.

2.3. Endurance braking system

2.3.1. Power-driven vehicles having a

maximum mass exceeding 16 tonnes, or

authorized to tow a trailer of category O4

shall be fitted with an endurance braking

system according to paragraph 2.15. of this

Regulation which complies with the

following requirements:

2.3.1.1. The endurance braking control

configurations shall be from a type

described in paragraphs 2.15.2.1. to

2.15.2.3. of this Regulation.

2.3.1.2. In the case of an electrical failure of

[不影響基準內容] (以下修訂僅調整項次，不影響基準內

容)

6.1.17 Ｏ類車輛之煞車系統：

…

6.1.17.6 對於預定作為危險貨物運輸單位(ADR)的O4類拖車必須配備合格之 A 類防鎖死煞車系統。

48


the anti-lock system, integrated or

combined endurance braking systems shall

be switched off automatically.

2.2.1.3. The effectiveness of the endurance

braking system shall be controlled by the

anti-lock braking system such that the

axle(s) braked by the endurance braking

system cannot be locked by that system at

speeds above 15 km/h. However, this

requirement shall not apply to that part of

the braking system constituted by the

natural engine braking.

2.2.1.4. The endurance braking system shall

comprise several stages of effectiveness,

including a low stage appropriate for the

unladen condition. Where the endurance

braking system of a power-driven vehicle is

constituted by its engine, the different gear

ratios shall be considered to provide the

different stages of effectiveness.

2.2.1.5. The performance of the endurance

braking system shall be such that it fulfils

the requirements of paragraph 1.8. of

Annex 4 to this Regulation (Type-IIA test),

with a laden vehicle mass comprising the

laden mass of the motor vehicle and its

authorized maximum towed mass but not

exceeding a total of 44 tonnes.

2.2.2. If a trailer is equipped with an

endurance braking system it shall fulfil the

requirements of paragraphs 2.2.1.1. to

2.2.1.4. above as appropriate.

the anti-lock system, integrated or

combined endurance braking systems shall

be switched off automatically.

2.3.1.3. The effectiveness of the endurance

braking system shall be controlled by the

anti-lock braking system such that the

axle(s) braked by the endurance braking

system cannot be locked by that system at

speeds above 15 km/h. However, this

requirement shall not apply to that part of

the braking system constituted by the

natural engine braking.

2.3.1.4. The endurance braking system shall

comprise several stages of effectiveness,

including a low stage appropriate for the

unladen condition. Where the endurance

braking system of a power-driven vehicle is

constituted by its engine, the different gear

ratios shall be considered to provide the

different stages of effectiveness.

2.3.1.5. The performance of the endurance

braking system shall be such that it fulfils

the requirements of paragraph 1.8. of

Annex 4 to this Regulation (Type-IIA test),

with a laden vehicle mass comprising the

laden mass of the motor vehicle and its

authorized maximum towed mass but not

exceeding a total of 44 tonnes.

2.3.2. If a trailer is equipped with an

endurance braking system it shall fulfil the

requirements of paragraphs 2.3.1.1. to

2.3.1.4. above as appropriate.

49


2.3. Braking requirements for EX/III vehicles

of categories O1 and O2

2.3.1. Notwithstanding the provisions of

paragraph 5.2.2.9. of this Regulation,

EX/III vehicles, as defined in Regulation

No. 105, of categories O1 and O2,

irrespective of their mass, shall be equipped

with a braking system which automatically

brakes the trailer to a stop if the coupling

device separates while the trailer is in

motion.

2.4. Braking requirements for EX/III vehicles

of categories O1 and O2

2.4.1. Notwithstanding the provisions of

paragraph 5.2.2.9. of this Regulation,

EX/III vehicles, as defined in Regulation

No. 105, of categories O1 and O2,

irrespective of their mass, shall be equipped

with a braking system which automatically

brakes the trailer to a stop if the coupling

device separates while the trailer is in

motion.

Annex12

2.3.10. scd: Maximum differential travel that

the compensator is capable to

accommodate, due to its geometric and

constructive properties, when only one

brake operates in the forward direction and

the other in reverse direction, while

allowing equal tension in both cables/rods.

(See Figure 5A of appendix 1)

參考下方表格內圖片

…

8.1.2. Drawing details are to be provided to

demonstrate that the compensator

articulation is sufficient to ensure equal

Annex 12

2.3.10. scf: Rear cable or rod travel at

compensator when brakes operate in

forward*/

direction1

2.3.11. scr: Rear cable or rod travel at

compensator when brakes operate in

rearward direction1

2.3.12. scd: Differential travel at compensator

when only one brake operates in the

forward direction and the other in the

reverse direction1

Where: scd= scr - scf

(see Figure 5A of Appendix 1)

參考下方表格內圖片

…

8.1.2. Drawing details are to be provided to

demonstrate that the compensator

articulation is sufficient to ensure equal

(以下修訂國內基準並無調和，不影響基準內容)

50


cable tension is applied to each of the rear

cables. The compensator needs to have

sufficient distance across the width to

facilitate the differential travels left to right.

The jaws of the yokes also need to be deep

enough relative to their width to make sure

that they do not prevent articulation when

the compensator is at an angle.

Differential travel at compensator (scd) shall

be derived from:

cable tension is applied to each of the rear

cables. The compensator needs to have

sufficient distance across the width to

facilitate the differential travels left to right.

The jaws of the yokes also need to be deep

enough relative to their width to make sure

that they do not prevent articulation when

the compensator is at an angle.

Differential travel at compensator (scd) shall

be derived from:

Where:

Sc' = S'/iH (travel at compensator - forward

operation) and

Scr = Sr/iH (travel at compensator - rearward

operation)

Annex 12 - Appendix 4

6. Differential travel at park brake

compensator

6.1.1. Maximum possible differential

compensator travel capacity scd= mm

6.1.2. Ratio 1.2 * sR = __________ mm (shall

not be greater than scd)

Annex 12 - Appendix 4

6. Differential travel at park brake

compensator

6.1.1. Maximum permissible compensator

travel (forward) scf = mm

6.1.2. Maximum permissible compensator

travel (rearward) scr = mm

Annex 21 Annex 21 四十二之三、動態煞車

(此項修訂於 WP.29/1137,paragraph 90四十二之三、動態煞車

51


提及，惟 JASIC 文件並無相關修訂，因與 13h、140 修訂相關，故建議納入此次修訂)

6.9 車輛穩定性電子式控制功能（VSF）（適用於 M2、M3、N2、N3、O3

及 O4 類車輛，及自行選擇符合本項之大於一千七百三十五公斤之 M1

及 N1 類車輛或未逾三軸之 N1 類車輛）

…

6.9 車輛穩定性電子式控制功能（VSF）（適用於條文 1.3 所規範之車輛，及自行選擇符合本項之大於一七三五公斤之M1及N1類車輛或未逾三軸之 N1 類車輛）

…

2.1.4. Interventions of the vehicle stability

function shall be indicated to the driver by

a flashing optical warning signal fulfilling

the relevant technical requirements of

Regulation No. 121. The indication shall be

present as long as the vehicle stability

function is in an intervention mode. The


5.2.1.29.1.2. of this Regulation shall not be

used for this purpose.

Additionally, interventions by systems related

to the vehicle stability function (including

traction control, trailer stability assist,

corner brake control, other similar

functions that use throttle individual torque

control to operate and share common

components with vehicle stability function,

and ESC or VSF intervention on the

steering angle of one or more wheels for

the purpose of vehicle stability) may also

be indicated to the driver by this flashing

optical warning signal.

2.1.4. Interventions of the vehicle stability

function shall be indicated to the driver by

a flashing optical warning signal fulfilling

the relevant technical requirements of

Regulation No. 121. The indication shall be

present as long as the vehicle stability

function is in an intervention mode. The


5.2.1.29.1.2. of this Regulation shall not be

used for this purpose.

Additionally, interventions by systems related

to the vehicle stability function (including

traction control, trailer stability assist,

corner brake control, and other similar

functions that use throttle and/or individual

torque control to operate and share

common components with vehicle stability

function) may also be indicated to the

driver by this flashing optical warning

signal.

6.9.2.1.4 車輛穩定性電子式控制功能（VSF）處於介入模式時，需有一閃爍警告訊號告知駕駛，其閃爍警告訊號應符合本基準「汽車控制器標誌」相關技術規定。此警示燈作動之時間，須與車輛穩定性電子式控制功能（VSF）處於介入模式之時間一致。不可利用 6.1.16.4.3 指定之警告訊號來達成此目的。

且與車輛穩定性電子式控制功能相關之系統介入（包含循跡控制、拖車穩定輔助、轉彎/彎道煞車控制

(Corner brake control)、其他利用油門及/或個別扭矩控制裝置以操作與共享車輛穩定性電子式控制功能元件之類似功能、及為使車輛穩定而作用於一個或多個車輪上轉向角度之 ESC 或 VSF 介入期間），也可藉此閃爍警告訊號指示駕駛人。


此外，與車輛穩定性電子式控制功能相關之系統介入（包含循跡控制、拖車穩定輔助、轉彎/彎道煞車控制

(Corner brake control)及其他利用油門及/或個別扭矩控制裝置以操作與共享車輛穩定性電子式控制功能元件之類似功能），也可藉此閃爍警告訊號指示駕駛人。

52


Interventions of the vehicle stability function

used in any learning process to determine

the vehicle operational characteristics shall

not generate the above signal.

Interventions of the vehicle stability function

used in any learning process to determine

the vehicle operational characteristics shall

not generate the above signal.

車輛穩定性電子式控制功能（VSF）處於介入模式時，若屬於學習程序之判斷車輛操作特徵時，則不該產生上述訊號。



(此項修訂於 WP.29/1137,paragraph 90提及，惟 JASIC 文件及 WP.29/2018/9並無相關修訂，因與 13h、140 修訂相關且會議紀錄上亦有相關紀錄，故建議納入此次修訂)

6.9 車輛穩定性電子式控制功能（VSF）（適用於 M2、M3、N2、N3、O3

及 O4 類車輛，及自行選擇符合本項之大於一千七百三十五公斤之 M1

及 N1 類車輛或未逾三軸之 N1 類車輛）

…


且與車輛穩定性電子式控制功能相關之系統介入（包含循跡控制、拖車穩定輔助、轉彎 /彎道煞車控制

(Corner brake control)、其他利用油門及/或個別扭矩控制裝置以操作與共享車輛穩定性電子式控制功能元


6.9 車輛穩定性電子式控制功能（VSF）（適用於條文 1.3 所規範之車輛，及自行選擇符合本項之大於一七三五公斤之M1及N1類車輛或未逾三軸之 N1 類車輛）

…


此外，與車輛穩定性電子式控制功能相關之系統介入（包含循跡控制、拖車穩定輔助、轉彎/彎道煞車控制

(Corner brake control)及其他利用油門及/或個別扭矩控制裝置以操作與共享車輛穩定性電子式控制功能元

53


件之類似功能、及為使車輛穩定而作用於一個或多個車輪上轉向角度之 ESC 或 VSF 介入期間），也可藉此閃爍警告訊號指示駕駛人。


件之類似功能），也可藉此閃爍警告訊號指示駕駛人。


former amend

54

UN R13H BRAKING 00-S17 動態煞車


00-S17 00-S16

Annex 9

…

3.4. ESC malfunction detection

The vehicle shall be equipped with a tell-tale

that provides a warning to the driver of the

occurrence of any malfunction that affects

the generation or transmission of control or

response signals in the vehicle's electronic

stability control system.

3.4.1. The ESC malfunction tell-tale:

…

3.4.1.5. May also be used to indicate the

malfunction of related systems/functions,

including traction control, trailer stability

assist, corner brake control, and other

similar functions that use throttle and/or

individual torque control to operate and

share common components with ESC.

…

3.4.4. The manufacturer may use the ESC

malfunction tell-tale in a flashing mode to

indicate the interventions of ESC,

ESC-related systems (as listed in paragraph

3.4.1.5.), and/or to indicate the ESC

intervention on the steering angle of one or

more wheels for the purpose of vehicle

stability.

Annex 9

…

3.4. ESC malfunction detection

The vehicle shall be equipped with a tell-tale

that provides a warning to the driver of the

occurrence of any malfunction that affects

the generation or transmission of control or

response signals in the vehicle's electronic

stability control system.

3.4.1. The ESC malfunction tell-tale:

…

3.4.1.5. May also be used to indicate the

malfunction of related systems/functions,

including traction control, trailer stability

assist, corner brake control, and other

similar functions that use throttle and/or

individual torque control to operate and

share common components with ESC.

…

3.4.4. The manufacturer may use the ESC

malfunction tell-tale in a flashing mode to

indicate ESC intervention and/or the

intervention of ESC-related systems (as

listed in paragraph 3.4.1.9.**/).

此處3.4.1.9為UN誤植，應為3.4.1.5，並將國

內現有基準調整至正確項次。


5.6 車輛穩定性電子式控制系統（ESC，適用 M1 及 N1 類車輛）

…

5.6.3.4 ESC 故障偵測

車輛應裝設一識別標誌，當車輛之車輛穩定性電子式控制系統（ESC）發生任何會影響控制的產生、傳輸或反應訊號之故障時，提供駕駛人警告。

5.6.3.4.1 ESC 故障識別標誌

…

5.6.3.4.1.5 亦得用來指示相關系統/功能之異常，包含循跡控制、拖車穩定輔助轉彎 /彎道煞車控制(Corner

brake control)及其他類似油門且/或個別扭矩控制操作及與 ESC 共享元件之功能。

…

5.6.3.4.4 申請者得以閃爍 ESC 故障識別標誌之模式指示 ESC(及 /或如5.6.3.4.1.5 所列 ESC 相關系統)作用中、及為使車輛穩定而作用於一個或多個車輪上轉向角度之 ESC 介入期間。


5.6 車輛穩定性電子式控制系統（ESC，適用 M1 及 N1 類車輛）

…

5.6.3.4 ESC 故障偵測

車輛應裝設一識別標誌，當車輛之車輛穩定性電子式控制系統（ESC）發生任何會影響控制的產生、傳輸或反應訊號之故障時，提供駕駛人警告。

5.6.3.4.1 ESC 故障識別標誌

…

5.6.3.4.1.5 亦得用來指示相關系統/功能之異常，包含循跡控制、拖車穩定輔助轉彎 /彎道煞車控制(Corner

brake control)及其他類似油門且/或個別扭矩控制操作及與 ESC 共享元件之功能。

…

5.6.3.4.4 申請者得以閃爍 ESC 故障識別標誌之模式指示 ESC 作用中及/

或 ESC 相關系統作用中 ( 如5.6.3.4.1.9 所列)。

55

UN R13 BRAKING 11-S16 動態煞車


11-S16

5. Specifications

…

5.2.1.10. The service, secondary and parking

braking systems shall act on braking

surfaces connected to the wheels through

components of adequate strength.

Where braking torque for a particular axle or

axles is provided by both a friction braking

system and an electrical regenerative

braking system of category B,

disconnection of the latter source is

permitted, providing that the friction

braking source remains permanently

connected and able to provide the

compensation referred to in paragraph

5.2.1.7.2.1.

However in the case of short disconnection

transients, incomplete compensation is

accepted, but within one second, this

compensation shall have attained at least 75

per cent of its final value.

Nevertheless, in all cases the permanently

connected friction braking source shall

ensure that both the service and secondary

braking systems continue to operate with

the prescribed degree of effectiveness.

Disconnection of the braking surfaces of the

5. Specifications

…

5.2.1.10. The service, secondary and parking













5.2.1.7.2.1.

However in the case of short disconnection


accepted, but within 1 s, this compensation

shall have attained at least 75 per cent of its

final value.

Nevertheless, in all cases the permanently








6. M2、M3、Ｎ2、N3、Ｏ及選擇符合6.規範之 N1 類車輛動態煞車

…

6.1.22 常用煞車、第二煞車與駐煞車系統必須透過適當強度的構件，作用在被連接到車輪的煞車表面。

針對特殊軸的煞車扭矩是由磨擦煞車系統與 B 類電力再生煞車系統所共同提供的地方，切斷後者的來源是被允許的，只要磨擦煞車來源永遠保持連接著，且能夠提供 6.1.21.1

所提及的補償。

在遇有短暫切斷的暫態情況，不完全的補償是被接受的，但在一秒內，這個補償必須至少達到最終值之百分之七十五。

然而在所有情況下，所有永久連接的磨擦煞車來源必須能確保常用和第二煞車系統持續以規定程度的有效性來操作。

只有在駕駛座或透過一遙控裝置的駕



6. M2、M3、Ｎ2、N3、Ｏ及選擇符合6.規範之 N1 類車輛動態煞車

…




在遇有短暫切斷的暫態情況，不完全的補償是被接受的，但在一秒內，這個補償必須至少達到最終值之百分之七五。


只有在駕駛座的駕駛才能控制解除駐

56


parking braking system shall be permitted

only on condition that the disconnection is

controlled by the driver from his driving

seat or from a remote control device, by a

system incapable of being brought into

action by a leak.

The remote control device mentioned above

shall be part of a system fulfilling the

technical requirements of an ACSF of

Category A in the 02 series of amendments

to UN Regulation No. 79 or later series of

amendments.

…

5.2.1.26.4. After the ignition/start switch

which controls the electrical energy for the

braking equipment has been switched off

and/or the key removed, it shall remain

possible to apply the parking braking

system, whereas releasing shall be

prevented.

However, the parking braking system may

also be released when this action is part of

an operation of a remote control system

fulfilling the technical requirements of an

ACSF of Category A as specified in the 02

series of amendments to UN Regulation

No. 79 or later series of amendments.



controlled exclusively by the driver from

his driving seat, by a system incapable of

being brought into action by a leak.

…

5.2.1.26.4. After the ignition/start switch

which controls the electrical energy for the





prevented.

駛控制解除駐煞車系統的煞車，而這是透過一個不會因洩漏就產生作用的系統。

上述遙控裝置應為符合本基準中「轉向系統」之 ACSF 類型 A 技術要求之系統一部分。

…

6.3.3.5.5 控制煞車設備電源之點火/啟動開關關掉後，及/或鑰匙拔除後，駐煞車系統應仍可使用，且應防止駐煞車被釋放。

惟駐煞車系統可由遙控系統操作之一部分而被釋放，該遙控系統應滿足本基準中「轉向系統」之 ACSF 類型 A 之技術要求。

煞車系統的煞車，而這是透過一個不會因洩漏就產生作用的系統。

…

6.3.3.5.5 控制煞車設備電源之點火/啟動開關關掉後，及/或鑰匙拔除後，駐煞車系統應仍可使用，且應防止駐煞車被釋放。

UN R13H BRAKING 01-S1 動態煞車


01-S1 四十二之三、動態煞車四十二之三、動態煞車

57


5. Specifications

…

5.2.10. The service, secondary and parking













5.2.7.1. above.

However, in the case of short disconnection


accepted, but within 1s, this compensation


final value.

Nevertheless, in all cases, the permanently








controlled by the driver from his driving

5. Specifications

…

5.2.10. The service, secondary and parking













5.2.7.1. above.

However, in the case of short disconnection


accepted, but within 1s, this compensation


final value.

Nevertheless, in all cases, the permanently








controlled exclusively by the driver from


5. M1 類及選擇符合 5.規範之 N1 類車輛動態煞車

…




在遇有短暫切斷的暫態情況，不完全的補償是被接受的，但在一秒內，這個補償必須至少達到最終值之百分之七十五。


只有在駕駛座或透過一遙控裝置的駕駛控制解除駐煞車系統的煞車，而這是透過一個不會因洩漏就產生作用的系統。


5. M1 類及選擇符合 5.規範之 N1 類車輛動態煞車

…




在遇有短暫切斷的暫態情況，不完全的補償是被接受的，但在一秒內，這個補償必須至少達到最終值之百分之七五。


只有在駕駛座的駕駛才能控制解除駐煞車系統的煞車，而這是透過一個不會因洩漏就產生作用的系統。

58


seat or from a remote control device, by a

system incapable of being brought into

action by a leak.

The remote control device mentioned above

shall be part of a system fulfilling the

technical requirements of an ACSF of

Category A as specified in the 02 series of

amendments to UN Regulation No. 79 or

later series of amendments.

his driving seat, by a system incapable of

being brought into action by a leak.

上述遙控裝置應為滿足本基準中「轉向系統」之 ACSF 類型 A 技術要求之系統一部分。

5.2. Characteristics of braking systems

…

5.2.19. Special additional requirements for the

electric transmission of the parking braking

system:

5.2.19.1. In the case of a failure within the

electric transmission, any unintended

actuation of the parking braking system

shall be prevented;

5.2.19.2. In the case of an electrical failure in

the control or a break in the wiring within

the electric control transmission between

the control and the ECU directly connected

with it, excluding the energy supply, it shall

remain possible to apply the parking

braking system from the driver's seat and

thereby be capable of holding the laden

vehicle stationary on an 8 per cent up or

down gradient. Alternatively, in this case,

an automatic actuation of the parking brake

is allowed when the vehicle is stationary,

5.2. Characteristics of braking systems

…

5.2.19. Special additional requirements for the

electric transmission of the parking braking

system:

5.2.19.1. In the case of a failure within the

electric transmission, any unintended

actuation of the parking braking system

shall be prevented;

5.2.19.2. In the case of an electrical failure in

the control or a break in the wiring within

the electric control transmission between

the control and the ECU directly connected

with it, excluding the energy supply, it shall

remain possible to apply the parking

braking system from the driver's seat and

thereby be capable of holding the laden

vehicle stationary on an 8 per cent up or

down gradient. Alternatively, in this case,

an automatic actuation of the parking brake

is allowed when the vehicle is stationary,

5.3 煞車系統之性能基準：

…

5.3.3.6 駐煞車系統電力傳輸特殊附加要求：

5.3.3.6.1 若電力傳輸內部發生故障，則應防止駐煞車系統任何非預期之致動。

5.3.3.6.2 當控制電氣失效，或控制與其直接連接之 ECU 之間之電氣控制傳輸線線路中斷（不包括能源供應），應仍可自駕駛座位置施加駐煞車系統。且於全負載狀態下，駐煞車系統應能維持車輛停駐於百分之八坡度之上坡或下坡。

一旦作動，駐煞車應持續作動而不受點火開關狀態影響；當駕駛再移動車輛時，駐煞車應能立即自動解除。可藉由車輛引

(參考 6.3.3.4.1調和相關規定 )

59


provided that the above performance is

achieved and, once applied, the parking

brake remains engaged independently of

the status of the ignition (start) switch. In

this alternative, the parking brake shall be

automatically released as soon as the driver

starts to set the vehicle in motion again.

The engine/manual transmission or the

automatic transmission (park position) may

be used to achieve or assist in achieving the

above performance.

5.2.19.2.1. A break in the wiring within the

electrical transmission, or an electrical

failure in the control of the parking braking

system shall be signalled to the driver by

the yellow warning signal specified in

paragraph 5.2.21.1.2. When caused by a

break in the wiring within the electrical

control transmission of the parking braking

system, this yellow warning signal shall be

signalled as soon as the break occurs.

In addition, such an electrical failure in the

control or break in the wiring external to

the electronic control unit(s) and excluding

the energy supply shall be signalled to the

driver by flashing the red warning signal

specified in paragraph 5.2.21.1.1. as long as

the ignition (start) switch is in the "On"

(run) position including a period of not less

than 10 seconds thereafter and the control is

in the "On" (activated) position.

However, if the parking braking system

provided that the above performance is

achieved and, once applied, the parking

brake remains engaged independently of

the status of the ignition (start) switch. In

this alternative, the parking brake shall be

automatically released as soon as the driver

starts to set the vehicle in motion again.

The engine/manual transmission or the

automatic transmission (park position) may

be used to achieve or assist in achieving the

above performance.

5.2.19.2.1. A break in the wiring within the

electrical transmission, or an electrical

failure in the control of the parking braking

system shall be signalled to the driver by

the yellow warning signal specified in

paragraph 5.2.21.1.2. When caused by a

break in the wiring within the electrical

control transmission of the parking braking

system, this yellow warning signal shall be

signalled as soon as the break occurs.

In addition, such an electrical failure in the

control or break in the wiring external to

the electronic control unit(s) and excluding

the energy supply shall be signalled to the

driver by flashing the red warning signal

specified in paragraph 5.2.21.1.1. as long as

the ignition (start) switch is in the "On"

(run) position including a period of not less

than 10 seconds thereafter and the control is

in the "On" (activated) position.

However, if the parking braking system

擎 / 手排或自排變速箱 ( 駐車檔 )來達成或輔助達成前述性能。

5.3.3.6.3 駐煞車系統的電氣傳輸線路中斷或控制電氣失效，應以 5.1.20.1.2 所規定之黃色警示訊號立即警示駕駛。

另外，控制電氣失效，或微電子控制單元外部之線路（不包括能源供應）中斷，當點火開關於 ”開 ”（運轉）之位置，有十秒以上的停留期間，且該控制在 ”開 ”（作動）位置，應以5.1.20.1.1 所規定之紅色閃爍警示訊號警示駕駛。

然而，若駐煞車系統偵測確認駐

60


detects correct clamping of the parking

brake, the flashing of the red warning

signal may be suppressed and the

non-flashing red signal shall be used to

indicate "parking brake applied.

Where actuation of the parking brake is

normally indicated by a separate red

warning signal, satisfying all the

requirements of paragraph 5.2.21.2. below,

this signal shall be used to satisfy the above

requirement for a red signal.

5.2.19.3. Auxiliary equipment may be

supplied with energy from the electric

transmission of the parking braking system

provided that the supply of energy is

sufficient to allow the actuation of the

parking braking system in addition to the

vehicle electrical load under non-fault

conditions. In addition, where the energy

reserve is also used by the service braking

system, the requirements of paragraph

5.2.20.6. below shall apply.

5.2.19.4. After the ignition/start switch which

controls the electrical energy for the





prevented.

However, the parking braking system may

also be released when this action is part of

an operation of a remote control system

detects correct clamping of the parking

brake, the flashing of the red warning

signal may be suppressed and the

non-flashing red signal shall be used to

indicate "parking brake applied.

Where actuation of the parking brake is

normally indicated by a separate red

warning signal, satisfying all the

requirements of paragraph 5.2.21.2. below,

this signal shall be used to satisfy the above

requirement for a red signal.

5.2.19.3. Auxiliary equipment may be

supplied with energy from the electric

transmission of the parking braking system

provided that the supply of energy is

sufficient to allow the actuation of the

parking braking system in addition to the

vehicle electrical load under non-fault

conditions. In addition, where the energy

reserve is also used by the service braking

system, the requirements of paragraph

5.2.20.6. below shall apply.

5.2.19.4. After the ignition/start switch which

controls the electrical energy for the





prevented.

煞車之正確鉗緊，則可禁斷該紅色警告訊號之閃爍，而應使用無閃爍之紅色訊號來指示「駐煞車已作動」。

若駐煞車作動狀態是以獨立的紅色警示訊號為正規顯示方式，並滿足規定 5.1.9.1 要求，則應以此訊號來符合上述紅色訊號規範。

5.3.3.6.4 輔助設備可經由駐煞車系統電力傳輸取得能量供應，惟於該車輛電氣負載下，能量供應仍應足以讓駐煞車系統無誤地致動。此條件同樣適用於亦使用該能量儲存裝置之常用煞車系統，相關規定如 5.1.19.6 要求。

5.3.3.6.5 控制煞車設備電源之點火 /啟動開關關掉後，及 /或鑰匙拔除後，駐煞車系統應仍可使用，且應防止駐煞車被釋放。

惟駐煞車系統可由遙控系統操作之一部分而被釋放，該遙控系統應符合本基準中「轉向系統」之 ACSF 類

61


fulfilling the technical requirements of an

ACSF of Category A as specified in the 02

series of amendments to UN Regulation

No. 79 or later series of amendments.

型 A 之技術要求。

UN R89 SPEED LIMITATION DEVICES 00-S3 速率限制裝置


00-S3 PART I APPROVAL OF VEHICLES

WITH REGARD TO LIMITATION OF

THEIR MAXIMUM SPEED

…

5. REQUIREMENTS

…

5.2.2. The effectiveness of the ASLF shall not

be adversely affected by magnetic or

electric fields. This shall be demonstrated

by fulfilling the technical requirements and

respecting the transitional provisions of UN

Regulation No. 10 by applying:

(a) The 03 series of amendments for vehicles

without a coupling system for charging the

rechargeable energy storage system

(traction batteries).

(b) The 04 series of amendments for vehicles

with a coupling system for charging the



…

5.2.5.4.2. Whenever the vehicle speed is

exceeding Vadj the driver must be informed

by means of a suitable warning signal other

PART I APPROVAL OF VEHICLES

WITH REGARD TO LIMITATION OF

THEIR MAXIMUM SPEED

…

5. REQUIREMENTS

…

5.2.2. The ASLF shall operate satisfactorily in

its electromagnetic environment and

conform to the technical prescriptions of

Regulation No. 10 to the latest level of

amendments in force at the time of type

approval.

…

5.2.5.4.2. Whenever the vehicle speed is

exceeding Vadj the driver must be informed

by means of a suitable or warning signal

七十六、車速限制機能

…

(已調和於 6.3.2 處，故不影響基準內容 )

. . . (已調和於 6.3.5.4.2 處，故不影響

基準內容 )

七十六、車速限制機能

…

62


than the speedometer. other than the speedometer.

PART III APPROVAL OF SPEED

LIMITATION DEVICES (SLD)

…

21. REQUIREMENTS

…

21.2. Requirements for ASLDs

…

21.2.2. The effectiveness of the speed

limitation function shall not be adversely

affected by magnetic or electric fields. This

shall be demonstrated by fulfilling the

technical requirements and respecting the

transitional provisions of UN Regulation

No. 10, by applying:

(a) The 03 series of amendments for vehicles

without a coupling system for charging the



(b) The 04 series of amendments for vehicles

with a coupling system for charging the



…

21.2.5.4.2. Whenever the vehicle speed

exceeds Vadj the driver must be informed by

means of a suitable warning signal other

than the speedometer.

PART III APPROVAL OF SPEED

LIMITATION DEVICES (SLD)

…

21. REQUIREMENTS

…

21.2. Requirements for ASLDs

…

21.2.2. The speed limitation function shall

operate satisfactorily in its electromagnetic

environment, in accordance with

prescriptions of Regulation No. 10 to the

latest level of amendments in force at the

time of type approval.

…

21.2.5.4.2. Whenever the vehicle speed

exceeds Vadj the driver must be informed by

means of a suitable or warning signal other

than the speedometer.

6.可調式車速限制機能試驗程序與標準

…

6.3.2 車速限制機能之有效性不應受磁場或電場之不良影響，且應展示符合本基準中「電磁相容性」之技術要求。


…

6.3.5.4.2 當車速超過 Vadj 時，必須以速率計以外之適當警告訊號方式提供駕駛。


…

6.3.2 車速限制機能不應受磁場或電場之不良影響。


…

6.3.5.4.2 當車速超過 Vadj 時，必須以速率計以外之適當方式或警告訊號提醒駕駛。

Annex 6 Annex 6 … …

63


TESTS AND PERFORMANCE

REQUIREMENTS FOR ASLD

…

1.5.1. With the ASLF/D deactivated, for each

gear ratio selected for the chosen test speed

Vadj, the technical service shall:

(a) Either measure the forces required on the

accelerator control;

(b) Or measure the accelerator control

position;

To maintain Vadj and a speed (Vadj*) which is

20% or 20 km/h (whichever is the greater)

faster than Vadj.

1.5.2. With the ASLF/D activated and set at

Vadj, the vehicle shall be run at a speed of

10km/h below Vadj. The vehicle shall then

be accelerated by either increasing the force

on the accelerator control or adjusting the

accelerator control position over a period of

1s +/- 0.2s to that required to maintain

Vadj*. This force or position shall then be

maintained for a period of at least 30

seconds after the vehicle speed has

stabilized.

TESTS AND PERFORMANCE

REQUIREMENTS FOR ASLD

…

1.5.1. With the ASLF/D deactivated, for each

gear ratio selected for the chosen test speed

Vadj, the technical service shall measure the

forces required on the accelerator control to

maintain Vadj and a speed (Vadj*), which is

20 per cent or 20 km/h (whichever is the

greater) faster than Vadj.

1.5.2. With the ASLF/D activated and set at

Vadj, the vehicle shall be run at a speed of

10 km/h below Vadj. The vehicle shall then

be accelerated by increasing the force on

the accelerator control over a period of 1 s

+/- 0.2 s to that required to attain Vadj*. This

force shall then be maintained for a period

of at least 30 seconds, after the vehicle

speed has stabilised.

6.4.1.5.1 解除車速限制機能，於 Vadj

對應之每個檔位下，應：

(a)量測加速控制器所需力量，或

(b)量測加速控制器位置。

以維持Vadj及Vadj*(較Vadj高百分之二十，或二十公里/小時，兩者取其較大者)之加速控制器上施力。

6.4.1.5.2 致動車速限制機能，並設定Vadj，以較 Vadj低十公里/小時之速度行駛車輛，再提升加速控制器上之施力或調整加速控制器位置加速，以於一秒正負零點二秒期間維持Vadj*。於車速達到穩定狀態後，維持此時之施力或加速控制器位置至少三十秒。

6.4.1.5.1 解除車速限制機能，於 Vadj

對應之每個檔位下，應量測用以維持 Vadj 及 Vadj*(較 Vadj 高百分之二０，或二０公里/小時，兩者取其較大者)之加速控制器上施力。

6.4.1.5.2 致動車速限制機能，並設定Vadj，以較 Vadj低一０公里/小時之速度行駛車輛，再提升加速控制器上之施力加速以於一秒正負０‧二秒期間達到 Vadj*。於車速達到穩定狀態後，維持此時之施力至少三０秒。

64

車輛安全檢測基準發布後部分條文修正草案對照表內容彙整（計 5 項）

項次法規名稱修訂法規

內容

新增法規

項目頁碼提案單位提報方向

1. 七十一、行車視野輔助系統 ◎ P.65 VSCC

參考檢測基準二十三之二，增訂行車視野輔助系統之顯示器於車室內之配置及數量，並得以符合本項基準規定之攝影機-顯示器系統(CMS)

替代車身兩側之行車視野輔助系統，另增訂名詞釋義及系統放大倍率及解像度之規定。

2. 二、車輛規格規定(M2、M3) ◎ P.67 和泰汽車、台

北合眾

1. 業界反應遊覽車應配備博愛座之規定與UNR107 不同，經與國外檢測機構確認後，爰建議參考 UNR107 07 版修訂僅乘客數逾二十二人，且設有利於乘客頻繁上下車之立位區域者應設置博愛座外，其餘 M2、M3 類車輛為有裝設才須符合規定。

2. 參考 UN R16 07 版，修訂 7.1.7.7 條文應適用7.1.7.2 及 7.1.7.3 規定之安全帶提醒裝置。

3. 八、汽車傾斜穩定度規定 ◎ P.67 VSCC

考量專供營建工程不具載貨空間之特種車，實車空重幾近滿載，調整前後軸組適當配重確實有執行困難度，惟此類重心較高、重量較重且翻覆風險較高之車輛，仍有符合傾斜穩定度規定之必要，故參考台灣區車體工業同業公會建議其汽車傾斜穩定度規定可比照大客車輛執行滿載 28 度辦理，爰以修正 2.2 之規定。

4. 十九之一、車輛內裝材料難燃性能要求 ◎ P.68 代理商公會

參考 UNR118 02-S3 版，對於使用於車輛上長度超過一百公釐之電纜允許出具 ISO 6722 等相關證明文件替代抗火焰傳播試驗，爰修正中華民國一百十一年一月一日以前之新型式之甲、乙類大客車得以 6.2.6 之符合性佐證文件替代測試。

5. 七十六、車輛限速機能 ◎ P.69 台北合眾參考 UN R89 00-S3 版，修訂 5.4.1.4.2.1 括號中之符號誤植更正。

65

車輛安全檢測基準部分規定修正對照表

七十一、行車視野輔助系統

修正規定現行規定說明

1.實施時間及適用範圍：

…

1.5 中華民國○年○月○日起，各型式之 M2、M3、N2 及 N3 類類車輛，另應符合以下規定：

1.5.1 所裝設之車身兩側行車視野輔助系統，應符合 4.1.5 及 4.2.6

之規定。

1.5.2 車身兩側得以安裝符合本基準規定之攝影機-顯示器系統(CMS)替代車身兩側行車視野輔助系統。

1.實施時間及適用範圍：

…

參考檢測基準

二十三之二，增

訂行車視野輔

助系統之顯示

器於車室內之

配置及數量，並

得以符合本項

基準規定之攝

影機-顯示器系

統(CMS)替代車

身兩側之行車

視野輔助系

統，另增訂名詞

釋義及系統放

大倍率及解像

度之規定。

2.名詞釋義

2.1 行車視野輔助系統：指透過裝設於車外之攝影鏡頭，並由顯示螢幕提供駕駛人車輛行駛時週邊路面影像之視野輔助系統。

2.2 駕駛眼點：一垂直於車輛縱向中心面之線段（該線段之中點為通過製造廠指定之駕駛座中心，且位於平行於車輛縱向中心面的垂直平面內，並在 R 點上方六百三十五公釐處），於該線段上，距離中點兩側各三十二點五公釐處（總距離為六十五公釐）之兩個點即為駕駛眼點。

2.3駕駛參考眼點(Ocular reference

point)：係指駕駛眼點中心位置。

2.名詞釋義

行車視野輔助系統：指透過裝設於車外之攝影鏡頭，並由顯示螢幕提供駕駛人車輛行駛時週邊路面影像之視野輔助系統。

參考基準 23-2 之章節出處： 2.2 駕駛眼點：一垂直於車輛縱向中

心面之線段（該線段之中點為通過

製造廠指定之駕駛座中心，且位於

平行於車輛縱向中心面的垂直平

面內，並在Ｒ點上方六三五公釐

處），於該線段上，距離中點兩側

各三二‧五公釐處（總距離為六五

公釐）之兩個點即為駕駛眼點。

2.14 駕駛參考眼點 (Ocular reference

point)：係指駕駛眼點中心位置。

4.行車視野輔助系統規定：

… 4.1.5 系統放大倍率及解像度應符合本基準項次二十三之二 8.1.3

及 8.1.4 之規定。

…

4.2.5 倒車影像顯示要求:

4.2.5.1 車室內應設置至少乙組尺寸不小於七吋之顯示螢幕，且必須於駕駛座能輕易判讀。

4.行車視野輔助系統規定：

…

4.2.5 影像顯示要求:

4.2.5.1 車室內應設置至少乙組尺寸不小於七吋之顯示螢幕，且必須於駕駛座能輕易判讀。顯示螢幕應全時顯示車身兩側之影像或於方向燈作動時連動且於作動期間持續顯示該側影像。

66


4.2.5.2 倒車影像之顯示應於車輛排入倒車檔後二秒內顯示，並得暫時取代車身兩側之影像顯示。

4.2.5.3 倒車影像應於倒車行駛期間持續顯示。

4.2.5.2 倒車影像之顯示應於車輛排入倒車檔後二秒內顯示，並得暫時取代車身兩側之影像顯示。

4.2.5.3 倒車影像應於倒車行駛期間持續顯示。

4.2.6 車身兩側影像顯示要求

4.2.6.1 車室內應設置兩組顯示器，各顯示器中心不應位於駕駛眼點平面下傾三十度以下。

4.2.6.2 顯示器之配置應於駕駛座能輕易判讀，並應全時顯示車身兩側之影像或於方向燈作動時連動且於作動期間持續顯示該側影像。

4.2.6.3 車輛駕駛側之顯示器裝置，應使車輛縱向中心面與通過顯示器中心，及連接兩眼點六十五公釐線段中心之垂直面夾角不應大於五十五度(如圖二所示)。

4.2.6.4 各顯示器裝置位置應利於駕駛方便操作，右側視野之影像應呈現於駕駛參考眼點縱向垂直平面之右側，左側視野之影像應呈現於駕駛參考眼點縱向垂直平面之左側。

4.2.6.5 從駕駛參考眼點看到之既定尺寸螢幕應無任何遮蔽。可接受模擬試驗(Virtual testing)。

4.2.6.6 顯示器本身所造成之駕駛直接視野遮蔽應減至最小。

參考基準 23-2 之章節出處： 8.1.5.1 各螢幕中心不應位於駕駛眼

點(參考基準 2.2 定義)平面下傾三

０度以下。 5.1.4 車輛駕駛側之 II、III、IV 及 VII

類視鏡或顯示器裝置，應使車輛縱

向中心面與通過後視鏡或顯示器

中心，及連接兩眼點六五公釐線段

中心之垂直面夾角應不大於五五

度

8.1.5.2 車輛內部之各螢幕裝置位置應

利於駕駛方便操作。因此，右側視

野之影像應呈現於駕駛參考眼點

縱向垂直平面(參考基準 2.14 定

義)之右側。左側視野之影像應呈現

於駕駛參考眼點縱向垂直平面(參

考基準 2.14 定義)之左側。

8.1.5.3 從駕駛參考眼點看到之既定

尺寸螢幕應無任何遮蔽。可接受模

擬試驗(Virtual testing)。

8.1.6 間接視野裝置本身所造成之駕

駛直接視野遮蔽應減至最小。

新增規定：

圖二連接兩眼點線段中心之垂直面夾角

67

二、車輛規格規定


4. 車身各部規格：

4.1 M2、M3 類車輛車身各部規格：

…

4.1.21. 博愛座及其相鄰裝置

4.1.21.1 乘客數逾二十二人，且設有利於乘客頻繁上下車之立位區域者，應至少設置四個博愛座；乘客數逾二十二人，且以承載乘坐於座位之乘客為主，但其於走道或其他空間設有立位，而該其他空間不超過相當於二個雙人座椅空間者，若有裝設，則應至少設置兩個博愛座；乘客數未逾二十二人，且設有立位空間(車內亦可另設有座位)者，若有裝設，則應至少設置一個博愛座。若乘客數逾二十二人，專門設計用於載運設有座椅或乘客數未逾二十二人 (不包含駕駛)，且未設置立位之車輛，若兩者皆有裝設博愛座，則前者應至少設置兩個博愛座，後者應至少設置一個博愛座。在不使用時可折疊起來的座椅不可被指定為博愛座。

…

4. 車身各部規格：

4.1 M2、M3 類車輛車身各部規格：

…

4.1.21. 博愛座及其相鄰裝置

4.1.21.1 乘客數逾二二人，且設有利於乘客頻繁上下車之立位區域者，應至少設置四個博愛座；乘客數逾二二人，且以承載乘坐於座位之乘客為主，但其於走道或其他空間設有立位，而該其他空間不超過相當於二個雙人座椅空間者，應至少設置兩個博愛座；乘客數未逾二二人，且設有立位空間 (車內亦可另設有座位 )者，應至少設置一個博愛座。若乘客數逾二二人，專門設計用於載運設有座椅或乘客數未逾二二人(不包含駕駛)，且未設置立位之車輛，則前者應至少設置兩個博愛座，後者應至少設置一個博愛座。在不使用時可折疊起來的座椅不可被指定為博愛座。

…

有關遊覽車應

配備博愛座之

規定，經業界反

應與 UN R107

規定不同，經與

國外檢測機構

確認後，爰建議

參考 UN R107

07 版修訂僅乘

客數逾二十二

人，且設有利於

乘客頻繁上下

車之立位區域

者應設置博愛

座外，其他

M2、M3 類車輛

為有裝設才須

符合規定。

7.1.7 安全帶提醒裝置安裝規定

…

7.1.7.7 適用7.1.7.2及7.1.7.3規定之安全帶提醒裝置

7.1.7 安全帶提醒裝置安裝規定

…

7.1.7.7 適用7.1.7.2規定之安全帶提醒裝置

參考 UN R16 07

版，修訂 7.1.7.7

條文應適用7.1.7.2及 7.1.7.3

規定之安全帶提醒裝置。

八、汽車傾斜穩定度規定


2.車高三點五公尺以上之 M、N

類車輛，自中華民國八十九年一月一日起，其傾斜穩定度，應符合下列規定：

2.1 左右二側之空車傾斜穩定度

2.車高三‧五公尺以上之 M、N

類車輛，自中華民國八十九年一月一日起，其傾斜穩定度，應符合下列規定：

2.1 左右二側之空車傾斜穩定度

考量專供營建

工程不具載貨

空間之特種

車，實車空重

幾近滿載，調

68

均應大於三十五度。

2.2 空重之一點二倍大於汽車核定總重量之特種車，其檢測標準得為三十度。另屬專供營建工程不具載貨空間特種車，其檢測標準得為二十八度。

均應大於三十五度。

2.2 空重之一‧二倍大於汽車核定總重量之特種車，其檢測標準得為三十度。

整前後軸組適

當配重確實有

執行困難度，

惟此類重心較

高、重量較重

且翻覆風險較

高之車輛，仍

有符合傾斜穩

定度規定之必

要，故參考台

灣區車體工業

同業公會建議

其汽車傾斜穩

定度規定可比

照大客車輛執

行滿載 28 度

辦理，爰以修

正 2.2 之規定。

十九之一、車輛內裝材料難燃性能要求

修訂規定現行規定說明


2.1中華民國一百零八年一月一日起，新型式之幼童專用車、校車、大客車、小客車及小客貨兩用車輛，應符合本項規定；中華民國一百一十一年一月一日起，各型式已符合本基準項次「十九」規定之甲類大客車與乙類大客車，其電纜、及引擎室內與任何獨立加熱空間內之隔離材料難燃性能，另應符合本項之6.2規定。

2.1.1中華民國一百十一年一月一日以前，新型式之甲類大客車與乙類大客車，其電纜得以符合 ISO 6722:2006 或 ISO

6722-1:2011抗火焰傳播試驗之證明文件，為本項6.2.6規定之符合性佐證文件。

2.2 中華民國一百零七年一月一日起，新型式之甲類大客車與乙類大客車；中華民國一百零八年一月一日起，各型式之甲類大客車與乙類大客車，應出


2.1中華民國一百零八年一月一日起，新型式之幼童專用車、校車、大客車、小客車及小客貨兩用車輛，應符合本項規定；中華民國一百一十一年一月一日起，各型式已符合本基準項次「十九」規定之甲類大客車與乙類大客車，其電纜、及引擎室內與任何獨立加熱空間內之隔離材料難燃性能，另應符合本項之6.2規定。

2.2 中華民國一百零七年一月一日起，新型式之甲類大客車與乙類大客車；中華民國一百零八年一月一日起，各型式之甲類大客車與乙類大客車，應出

參考 UNR118

02-S3 版，對於

使用於車輛上

長度超過一百

公釐之電纜允

許出具 ISO

6722等相關證

明文件替代抗

火焰傳播試

驗，爰修正中

華民國一百十

一年一月一日

以前之新型式

之甲、乙類大

客車得以 6.2.6

之符合性佐證

文件替代測

試。

69

具其電纜符合本項 6.2.6 之聲明文件，必要時審驗機構得以實品查核方式確認。

具其電纜符合本項 6.2.6 之聲明文件，必要時審驗機構得以實品查核方式確認。

七十六、車輛限速機能

修訂規定現行規定說明

5.4.1.4.2.1 車輛所達到之穩定速度不應超過設定車速(Vstab≦Vset)，容許誤差值為：設定速度之百分之五，或五公里/小時，兩者取其較大者。

5.4.1.4.2.1 車輛所達到之穩定速度不應超過設定車速(Vstab<Vset) ，容許誤差值為：設定速度之百分之五，或五公里/小時，兩者取其較大者。

參考 UN R89

00-S3 版，修訂

5.4.1.4.2.1 括

號中之符號誤

植更正。

un法規增修涉及國內車輛安全法規內容彙整（計5...p.2 un r151 00 參考un r151 00...

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