UN R13H Supplement 3 (01 series) · UNECE Regulation No. 13H (ECE R13H) — Uniform provisions concerning the approval of passenger cars with regard to braking.
UN R13H — Supplement 3 to the 01 series of amendments
Supplement 2 → 3
- What changed
- For deceleration by automatically commanded and/or regenerative braking, the braking signal may be generated up to 1.3 m/s² and must be generated above it.
- Once generated, the signal must be kept as long as a deceleration demand persists, but it may be suppressed at standstill.
- The signal must not be generated when retardation is solely produced by the natural braking effect of the engine, air-/rolling resistance and/or road slope.
- Why
- The proposal aimed to enable uniform stop lamp behaviour for various types of braking systems, including those of electric vehicles.
- The proposers said that the stop lamp requirements should depend on the intention to decelerate.
Q1What changed8 changes
Braking signal for automatically commanded braking and regenerative braking (para. 5.2.22.2.)
Paragraph 5.2.22.2. now gives requirements for vehicles with automatically commanded braking and/or regenerative braking which produce a retarding force. An example is a retarding force upon release of the accelerator control. When such braking decelerates the vehicle by 1.3 m/s² or less, it may generate the braking signal. Above 1.3 m/s², it must generate the signal. Before, automatically commanded braking had to generate the signal, but the signal could be suppressed when the retardation was less than 0.7 m/s².
Keeping the braking signal on and avoiding stop lamp flicker (para. 5.2.22.2.)
This supplement adds two rules to paragraph 5.2.22.2. Once generated, the signal must be kept as long as a deceleration demand persists. However, the signal may be suppressed at standstill. An appropriate measure must be implemented to avoid fast changes of the signal resulting in flickering of the stop lamps. Examples of such a measure are switch-off-hysteresis, averaging and time delay.
No signal for retardation solely from the engine’s natural braking effect, air-/rolling resistance and/or road slope (para. 5.2.22.4.)
Paragraph 5.2.22.4. now names one case in which the signal must not be generated. This is when retardation is solely produced by the natural braking effect of the engine, air-/rolling resistance and/or road slope. Before, paragraph 5.2.22.4. gave a separate table for electric regenerative braking systems that produce a retarding force upon release of the accelerator control. That table prohibited the signal at 0.7 m/s² or less, allowed it above 0.7 m/s² up to 1.3 m/s², and required it above 1.3 m/s². This supplement deletes that table. It also deletes the text that the signal must be de-activated at the latest when the deceleration has fallen below 0.7 m/s².
Brake actuation whose primary intention is not to decelerate the vehicle (para. 5.2.22.3.)
Paragraph 5.2.22.3. now also names functions whose primary intention is not to decelerate the vehicle. When such a function activates part of the service braking system, this must not generate the signal. An example is slight actuation of the friction brakes to clean the discs. As before, activation of part of the service braking system by “selective braking” must not generate the signal.
Q2Why it changed
- Proposed by
- Experts from the International Organization of Motor Vehicle Manufacturers (OICA) and the European Association of Automotive Suppliers (CLEPA)
- Working party
- GRVA, 8th session
Reasons
The OICA and CLEPA proposal aimed to enable uniform behaviour of the stop lamp illumination for various types of braking systems. This includes the braking systems of electric vehicles.
Sources (2)
“The suggested modifications to paragraph 5.2.22., if adopted, would enable a vehicle design with a uniform behaviour of the stop lamp illumination with regard to various types of braking systems, including those of electric vehicles.”
“introduced ECE/TRANS/WP.29/GRVA/2020/31 with an amendment proposal for uniform behaviour of the stop lamp illumination with regard to various types of braking systems, including those of electric vehicles.”
The proposers said that the requirements to illuminate the stop lamps should depend on the intention to decelerate. They also said that these requirements should be harmonised for various types of braking systems.
Source
“The requirements to illuminate the stop lamps should depend on the intention to decelerate and should be harmonised for various types of braking systems.”
According to the proposers, the intention to decelerate can be linked to a driver’s action. It can also be linked to an activation of an automatically commanded braking system or of an electric regenerative braking system.
Sources (3)
“The intention to decelerate can be linked to:”
“An activation of an automatically commanded braking system; or”
“An activation of an electric regenerative braking system.”
Document trail
- —ProposalECE/TRANS/WP.29/GRVA/2020/31Stop lamp proposal for UN Regulation No. 13-H by experts from OICA and CLEPA
- —Working party adoptsECE/TRANS/WP.29/GRVA/8GRVA session report, para. 47
- 2021-04Sent to WP.29ECE/TRANS/WP.29/2021/73Text that GRVA sent to WP.29 and AC.1
- 2021-06WP.29 adoptsECE/TRANS/WP.29/1159Adopted at the 184th session (session report, para. 127)
- 2022-01-07In forceC.N.3.2022.TREATIES-XI.B.16.13HUN depositary notification
Q3Who is affected
Vehicle manufacturer
- Make sure that deceleration above 1.3 m/s² by automatically commanded and/or regenerative braking generates the stop lamp signal.
- Review your regenerative braking signal logic against paragraph 5.2.22.2., because the separate 0.7 m/s² table is deleted.
- Make sure the signal stays on while a deceleration demand persists, unless you suppress it at standstill.
- Implement an appropriate measure, for example a time delay, to avoid stop lamp flicker from fast signal changes.
- Make sure that brake actuation by functions whose primary intention is not to decelerate does not generate the signal.
- Do not generate the signal for retardation solely from the engine’s natural braking effect, air-/rolling resistance and/or road slope.
Component supplier
- If you supply brake control software, make sure it applies the 1.3 m/s² signal rule of paragraph 5.2.22.2.
- If you supply brake control software, include a measure against stop lamp flicker from fast signal changes.
- Give the vehicle manufacturer updated system documents for the changed paragraphs 5.2.22.2., 5.2.22.3. and 5.2.22.4.
Technical service / Approval authority
- Check the signal for automatically commanded and/or regenerative braking against the new table in paragraph 5.2.22.2.
- Check that functions whose primary intention is not to decelerate the vehicle do not generate the signal (paragraph 5.2.22.3.).
- Check that retardation solely from the engine’s natural braking effect, air-/rolling resistance and/or road slope generates no signal.
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ⓘ This report gives advice only. It is not legal or type-approval advice.