GAR | R55-10-15

Regulation:	UN Regulation No. 131 \| Advanced Emergency Braking Systems
Document:	Revision 1 \| Amendment 3
Corresponds to:	01 series of amendments \| Supplement 3 (Entered into force on 24 Sep 2023)
Based on:	Document WP.29/2023/11 Proposal to increase the potential speed reduction during the collision warning phase and clarify the interpretation of “engine start/run cycle”.

Regulation:	UN Regulation No. 131 \| Advanced Emergency Braking Systems
Document:	Revision 2 \| Amendment 1
Corresponds to:	02 series of amendments \| Supplement 1 (Entered into force on 24 Sep 2023)
Based on:	Document WP.29/2023/12 Proposal to align provisions with corresponding provisions of UN R152 and to clarify the interpretation of the provisions on system robustness when applied to heavy duty vehicles.

Regulation:	UN Regulation No. 137 \| Restraint System in Frontal Impact
Document:	Revision 2
Corresponds to:	01 series of amendments \| Supplement 1 (Entered into force on 29 Dec 2018)
Corresponds to:	01 series of amendments \| Supplement 2 (Entered into force on 28 May 2019)
Corresponds to:	01 series of amendments \| Supplement 3 (Entered into force on 3 Jan 2021)
Corresponds to:	02 series of amendments (Entered into force on 9 Jun 2021)

Regulation:	UN Regulation No. 161 \| Devices for Protection against Unauthorized Use
Document:	Revision 0 \| Amendment 3
Corresponds to:	00 series of amendments \| Supplement 3 (Entered into force on 5 Jun 2023)
Based on:	Document WP.29/2022/146 Proposal from GRSG to clarify the scope of the UN Regulation and to complement the text with the missing Supplement 7 to the original version of UN R116.

Regulation:	UN Regulation No. 13 \| Heavy-Duty Vehicle Braking
Document:	Revision 9 \| Amendment 2
Corresponds to:	12 series of amendments \| Supplement 2 (Entered into force on 5 Jun 2023)
Based on:	Document WP.29/2022/138

Regulation:	UN Regulation No. 13 \| Heavy-Duty Vehicle Braking
Document:	Revision 8 \| Amendment 11
Corresponds to:	11 series of amendments \| Supplement 20 (Entered into force on 5 Jun 2023)
Based on:	Document WP.29/2022/137 Proposal to clarify provisions regarding the actuation of the parking brake warning device to cover the case of electric control transmission systems where there may be a transition between parked (applied) and un-parked (released) braking states.

Data on road conditions in selected countries

Document R55-10-15

18 June 2015

10th R55 session (25-26 Jun 2015)

4. | Discussion of open items (document R55-10-12)

Item 21 (Limiting cases for the usage of certified characteristic values) (R55-04-11, R55-05-05, R55-06-09, R55-07-06, R55-07-14, R55-08-03, R55-08-04, R55-08-05, R55-09-04, R55-09-05, R55-09-11, R55-09- 13, R55-10-03: R55-10-04; R55-10-05; R55-10-06; R55-10-07; R55-10-08; R55-10-15)
At the previous meeting Mr. Stokreef requested more of the background information to the ISO18868:2013 standard. In order to respond to that request Mr. Svensson had uploaded the documents R55-10-03: R55-10-04; R55-10-05; R55-10-06. The last of those documents was a history summary over the work with that standard going back to 2002. The document R55-10-07 was a summary of many recent measurements of coupling forces in different vehicle combinations. There is also a comparison with the requirements as calculated using the ISO18868:2013. It could be noted that the measure peak forces only at on instance came close to the fatigue test load corresponding to the performance required.

Mr. Westphäling at the 9th meeting argued that road conditions in Germany are worse than in Australia. To this meeting Mr. Svensson had gathered information that showed that the German Autobahn does not have worse conditions than the Australian roads. Hence the measured forces and the experience over 30 years supporting the ISO18868 are valid. Mr. Stokreef was not present but had prior to the meeting expressed support for the proposal for this item. Mr. Westphäling argued that different engine power and and brakes requirements would the still make the proposal questionable. In response to that Mr. Svensson showed the diagram in the document R55-10-07. There it could be seen that the real high coupling forces is generated neither by traction nor by braking but through interaction between unevenness in the road and the geometric layout of the vehicle combination. Hence the difference in engine power and braking performance is not a significant factor. While support for the proposal is converging Mr. Westphäling wanted to the next meeting to challenge OEM:s and trailer manufactures for more measurements. Mr. Alguëra was doubtful whether there are any better measurements available. Next meeting

Reference Number:	TA-23-07
Meeting Session(s):	23rd TA session (25 Apr)
Document date:	29 May 24

Reference Number:	ADS-02-05
Meeting Session(s):	2nd ADS session (17 May)
Document date:	17 May 24
Regarding:	Automated Driving

Reference Number:	ADS-02-03/Rev.1
Meeting Session(s):	2nd ADS session (17 May)
Document date:	17 May 24
Regarding:	Automated Driving

Reference Number:	ADS-02-04
Meeting Session(s):	2nd ADS session (17 May)
Document date:	17 May 24
Regarding:	Automated Driving

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