RegVault
Free trial

UN R13H Supplement 1 (02 series) · UNECE Regulation No. 13H (ECE R13H) — Uniform provisions concerning the approval of passenger cars with regard to braking.

UN R13H — Supplement 1 to the 02 series of amendments

Base text → Supplement 1

Adopted at the WP.29 198th sessionEntry into force 2026-09-30
CompareRead full text
What changed
  • The parking braking system may now use a park lock device for the static parking brake requirements, with new rules in paragraphs 5.1.4.3.3. and 5.2.19.5.
  • Except where no suitable interface exists, it must now also be possible to read brake demand values through an electronic vehicle interface.
  • This supplement adds the words “regardless of its means of activation” to paragraph 5.2.23. on the emergency braking signal.
Why
  • The park lock proposal aimed to allow the type approval of park lock devices.
  • The OICA proposal aimed at a consistent interpretation of the activation conditions for the Emergency Stop Signal (ESS).
  • The brake demand value proposal aimed to allow the live reading of brake demand values during Periodic Technical Inspections (PTI).

Q1What changed15 changes

Park lock device in the parking braking system (para. 5.2.10.)

The parking braking system may now use a park lock device to meet the static parking brake requirements (Annex 3, paragraphs 2.3.1. and 2.3.2.). The park lock device may replace the means acting on the braking surfaces or work in combination with them. The park lock device must consist of components of adequate strength and be as effective as layouts that act only on the braking surfaces. After complete engagement of a parking braking system with a park lock device, the affected wheels must not move. The conditions for disconnection of the braking surfaces now also apply to disconnection of the park lock device, as relevant. The disconnection conditions no longer include “or by an ADS”, and “remote control device” is now “remote-control device”.

The parking braking system may use a park lock device as an alternative to or in combination with means acting on the braking surfaces for the purpose of fulfilling the static parking brake requirements as defined in Annex 3, paragraph 2.3.1. and 2.3.2.. This park lock device shall consist of components of an adequate strength and shall provide equal effectiveness compared to layouts purely acting on the braking surfaces. After complete engagement of the parking braking system, containing a park lock device, it shall be ensured, that the affected wheels of the vehicle do not move.
Disconnection of the braking surfaces or of the park lock device, as relevant, of the 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 remote-control device, or by an ADS, by a system incapable of being brought into action by a leak.
1 more change in this group — open in Compare

Axle information for vehicles with a park lock device (para. 5.1.4.3.3.)

New paragraph 5.1.4.3.3. applies to vehicles equipped with a park lock device. The manufacturer must specify on which axle or axles the park lock device acts. The axle information must be visible and indelible on the vehicle, or freely available in another way, for example a handbook or electronic data record.

For vehicles equipped with park lock device:
In the case where such a device is fitted, the manufacturer shall specify on which axle or axles the park lock device acts upon. This information shall be specified on the vehicle in a visible position in indelible form, or made freely available in another way (e.g. handbook, electronic data record).

Red warning signal for a park lock device (para. 5.2.19.5.)

New paragraph 5.2.19.5. covers a parking braking system with a park lock device that has detected, at standstill, a request to apply it. Then a red warning signal must flash until the park lock device is locked, unless the system prevents further movement of the braked wheels. If a separate red warning signal that meets paragraph 5.2.21.2. normally shows actuation of the parking brake lock device, it must give this warning.

Special requirements for a park lock device
When the parking braking system, containing a park lock device, has at standstill detected a request to apply the parking braking system, a red warning signal shall flash until the park lock device is in a locked position, unless the parking braking system is preventing further movement of the braked wheels.
1 more change in this group — open in Compare

Wording of the parking brake warning signal rules (para. 5.2.19.2.1.)

In paragraph 5.2.19.2.1., the condition for suppressing the flashing red warning signal is now correct “engagement” of the parking brake, not “clamping”. The text also uses the spelling “signaled” instead of “signalled”. The yellow and red warning signals that these subparagraphs require stay the same.

A break in the wiring within the electrical transmission, or an electrical failure in the control of the parking braking system shall be signalled signaled 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 signaled 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 signaled 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.
1 more change in this group — open in Compare

Emergency braking signal and the means of activation of the service braking system (para. 5.2.23.)

Paragraph 5.2.23. applies to vehicles with the means to indicate emergency braking. As before, only the application of the service braking system can switch the emergency braking signal on and off, when the paragraph’s conditions are met. This supplement adds the words “regardless of its means of activation” after “the application of the service braking system”. An example of a means of activation is an auxiliary control as specified in paragraph 5.2.2.4.

When a vehicle is equipped with the means to indicate emergency braking, activation and de-activation of the emergency braking signal shall only be generated by the application of the service braking system regardless of its means of activation (e.g. by an auxiliary control as specified in paragraph 5.2.2.4.) when the following conditions are fulfilled:

Brake demand values through an electronic vehicle interface (paras. 2.38., 5.1.4.4.1.1. and 12.3.2.1.)

The brake demand value(s) must still be displayed on the vehicle and easily readable from the driver's seat during the roller brake test. Except where no suitable interface exists, it must now also be possible to read them through an electronic vehicle interface, such as the OBD port. The vehicle manufacturer must now describe how to display and access those values, not only how to display them. New paragraph 2.38. says that an “electronic vehicle interface” provides the access to real time parameters of the braking system specified within this regulation. New paragraph 12.3.2.1. applies until 24 months after this supplement enters into force. During this period, Contracting Parties can continue to grant or extend 02 series approvals without the paragraph 5.1.4.4.1.1. amendments.

It shall be possible to evaluate the relationship between the brake demand value(s) and the measured braking force on a roller brake tester. The brake demand value(s) shall be displayed on the vehicle and easily readable from the driver's seat during the roller brake test (e.g., using a menu system, automatic demand, etc.). Except where no suitable interface exists, it shall also be possible to read the brake demand value(s) through an electronic vehicle interface (e.g. the OBD port) using an off board electronic device. The vehicle manufacturer shall describe how to display and access those values and make this information available according to paragraph 5.1.4.3.1 . above.
“Electronic vehicle interface” provides the access to real time parameters of the braking system specified within this regulation.
1 more change in this group — open in Compare
See every change side by side in Compare

Q2Why it changed

Proposed by
Experts from CLEPA and OICA (park lock device), experts from OICA (Emergency Stop Signal) and experts from CITA (brake demand values)
Working party
GRVA, 23rd session (September 2025)

Reasons

  • The proposal from CLEPA and OICA addressed the type approval of a park lock device to hold the vehicle. The proposal covered a park lock device used as an alternative to the friction parking brake, or in combination with it. It is based on ECE/TRANS/WP.29/GRVA/2025/13 amended by GRVA-20-06/Rev.1 and ECE/TRANS/WP.29/GRVA/2025/14 amended by GRVA-20-07/Rev.1. ECE/TRANS/WP.29/GRVA/2025/14 aimed to let a park lock device meet the static requirements for parking braking systems. ECE/TRANS/WP.29/GRVA/2025/14 also said that the word “engagement” seems more appropriate than “clamping”. At GRVA, the representative of CLEPA recalled that the purpose of their proposal (ECE/TRANS/WP.29/GRVA/2025/34) was to allow the type approval of park locks.

    Sources (4)
    “addressing the type-approval of a park lock device as an alternative to or in combination with the friction parking braking to hold the vehicle”
    “This amendment aims to enable the use of a park lock device as an alternative to a friction type parking braking system to fulfil the static requirements of UN Regulation No. 13-H for parking braking systems.”
    “As the combination of friction type and park lock device or a combination of both will keep the vehicle in a static position, the wording engagement seems more appropriate as clamping”
    “The representative of CLEPA recalled the purpose of their proposal for amendments to UN Regulation No. 13 (ECE/TRANS/WP.29/GRVA/2025/34) aimed at allowing for the type-approval of park-locks”

  • The earlier proposal (ECE/TRANS/WP.29/GRVA/2025/14) said that the manufacturer provides additional information, to enable periodic technical inspections of a park lock device. At GRVA, CLEPA clarified that the test for periodic technical inspection was not part of the proposal and would be addressed at European level.

    Sources (2)
    “To enable periodic technical inspections for a Park Lock Device, additional information is provided by manufacturer.”
    “CLEPA clarified that the test for PTI was not part of that proposal and that it would be addressed at European level.”

  • The OICA proposal aimed to clarify the existing text. The aim was an aligned and consistent interpretation of the activation conditions for the Emergency Stop Signal (ESS). An auxiliary control can be an Electronic Parking Brake (EPB) control, on a vehicle with an electronic parking brake system. It is common practice to apply the service braking system through the EPB control. This means that the application of the service braking system through the EPB control can generate the ESS.

    Sources (4)
    “The proposal aims to clarify the existing text in order to ensure an aligned and consistent interpretation of the activation conditions for an Emergency Stop Signal (ESS)”
    “by means of an auxiliary control, which could be an Electronic Parking Brake (EPB) control in case of an electronic parking brake system”
    “Therefore, the application of the service braking system via the EPB control is common practice.”
    “means the ESS can be generated by application of the service braking system via the EPB control”

  • The brake demand value proposal from CITA aimed to allow the live reading of brake demand values during Periodic Technical Inspections (PTI). Its authors said that this is important for road safety, because it gives more accurate assessments of brake system performance. The proposal aimed to include PTI provisions for electrical transmission braking systems in light duty vehicles. GRVA supported, as a condition for adoption, that all new vehicle approvals and extensions of existing approvals would need to comply after 24 months.

    Sources (3)
    “aimed to enabling the live reading of brake demand values during Periodic Technical Inspections (PTI), which is crucial for enhancing road safety by ensuring more accurate assessments of brake system performance”
    “aims to include pertinent provisions for Periodic Technical Inspection (PTI) regarding electrical transmission braking systems in Light Duty Vehicles (LDV) in a non-discriminatory way for Contracting Parties applying the reference forces method”
    “GRVA noted and supported as a condition for adoption the paragraph in the justification section stipulating that all new vehicle approvals and extensions to existing type approval would need to comply the requirements after 24 months.”

  • Proposer's reason (informal document GRVA-23-18-Rev.1)

    The authors of GRVA-23-18/Rev.1 said that the proposed definition of “OBD system” was too wide. They said that the purpose is only to read the ETBS brake demand value. They proposed a technically neutral definition of “electronic vehicle interface”, open to future technical evolutions. They also proposed more neutral terms that do not point at a specific technical solution, such as “off board electronic device” instead of “scan tool”. They said that paragraph 5.1.4.4.1.1. was reformulated to make clear that a vehicle without a suitable interface is only an exception to the main rule. They said that industry needs 24 months of transitional provisions, so that on-going approvals or frozen designs ready for market are not disturbed.

    Submitted by Experts from CITA, OICA and CLEPA. Working party adoption: ECE/TRANS/WP.29/GRVA/23, para. 57.

    Sources (5)
    “The proposed definition for “OBD system” is too wide for the purpose, which is only to read the ETBS brake demand value.”
    “The proposal is to use a technically neutral definition for an “Electronic vehicle interface”, open to future technical evolutions.”
    “Proposal to use more neutral terms which does not point at a specific technical solution: replace “OBD connector” by “electronic vehicle interface”, and “scan tool” by “off board electronic device”.”
    “Paragraphs 5.1.4.6.2.1. (UN R13) and 5.1.4.4.1.1. (UN R13-H) are reformulated to clarify that the case when the vehicle is not equipped with a suitable interface is only an exception to the main rule.”
    “Industry needs a 24 months transitional provisions in order to no disturb on-going approvals or frozen designs ready for market”

Document trail

  1. 2024-11ProposalECE/TRANS/WP.29/GRVA/2025/14Park lock proposal for UN Regulation No. 13-H by experts from OICA and CLEPA
  2. 2025-04RevisedECE/TRANS/WP.29/GRVA/2025/34Park lock proposal for UN Regulations Nos. 13 and 13-H by experts from CLEPA and OICA
  3. 2025-07ProposalECE/TRANS/WP.29/GRVA/2025/44Brake demand value proposal for UN Regulation No. 13-H by experts from CITA
  4. 2025-09RevisedECE/TRANS/WP.29/GRVA/2025/45/Rev.1Revised proposal by experts from OICA on the Emergency Stop Signal
  5. —Amended in sessionGRVA-23-07-Rev.2Revised park lock proposal by experts from CLEPA and OICA
  6. —Amended in sessionGRVA-23-18-Rev.1Changes to the brake demand value proposal by experts from CITA, OICA and CLEPA
  7. —Working party adoptsECE/TRANS/WP.29/GRVA/23GRVA session report, paras. 57 and 60
  8. 2025-12Sent to WP.29ECE/TRANS/WP.29/2026/14Text that GRVA sent to WP.29 and AC.1
  9. 2026-03WP.29 adoptsECE/TRANS/WP.29/1190Adopted at the 198th session (session report, para. 114)
  10. 2026-09-30In forceC.N.402.2026.TREATIES-XI.B.16.13HUN depositary notification

Q3Who is affected

Vehicle manufacturer

  • If you use a park lock device, make sure it is as effective as layouts acting only on braking surfaces.
  • Make sure the affected wheels do not move after complete engagement of a parking brake with a park lock device.
  • For vehicles with a park lock device, specify on which axle or axles it acts (paragraph 5.1.4.3.3.).
  • Mark the park lock axle information on the vehicle visibly and indelibly, or make it freely available in another way.
  • Make sure the red warning signal for a park lock device meets the new paragraph 5.2.19.5.
  • If an ADS controls the disconnection of the parking braking system, check this design against the new disconnection conditions.
  • Make sure only service braking, whatever its means of activation, generates the emergency braking signal under paragraph 5.2.23. conditions.
  • Except where no suitable interface exists, make brake demand values readable through an electronic vehicle interface (paragraph 5.1.4.4.1.1.).
  • Describe how to display and access the brake demand values, and make this information available (paragraph 5.1.4.4.1.1.).
  • Test the emergency braking signal also with service braking through an auxiliary control (paragraph 5.2.2.4.).
  • Update your documents that quote the changed parking brake disconnection text or paragraphs 5.2.19.2.1. or 5.2.23.

Component supplier

  • If you supply park lock devices, make sure they consist of components of adequate strength.
  • Make sure that your parking brake control software gives the red warning signal of paragraph 5.2.19.5. for park lock devices.
  • Make sure that your brake control software applies the paragraph 5.2.23. rule to each means of service brake activation.
  • If your Electronic Parking Brake (EPB) control applies the service braking system, test the emergency braking signal with it.
  • Be ready to support the reading of brake demand values through an electronic vehicle interface (paragraph 5.1.4.4.1.1.).
  • Give the vehicle manufacturer updated system documents for the changed paragraphs 5.2.19.2.1., 5.2.19.5. and 5.2.23.

Technical service / Approval authority

  • When you assess a park lock device, check that it is as effective as layouts acting only on braking surfaces.
  • Check that the manufacturer specifies on which axle or axles the park lock device acts (paragraph 5.1.4.3.3.).
  • Check the red warning signal for a park lock device against paragraph 5.2.19.5.
  • When you assess disconnection of the parking braking system, use the new conditions without “or by an ADS”.
  • When you assess the emergency braking signal, include service braking through an auxiliary control (paragraph 5.2.2.4.).
  • Check that brake demand values can be read through an electronic vehicle interface, unless no suitable interface exists (paragraph 5.1.4.4.1.1.).

See every change side by side

RegVault customers compare every version of UN regulations, read the consolidated text and download the PDF.

Start free trialSign in

ⓘ This report gives advice only. It is not legal or type-approval advice.

More UN R13H change reports

All UN R13H change reports