ESC_NCAP-_TP_-126-03_-_NCAP_version.pdf

February 7, 2013

U.S. DEPARTMENT OF TRANSPORTATION

NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION

LABORATORY TEST PROCEDURE

FOR

The New Car Assessment Program Electronic Stability Control System Testing

And

FMVSS No. 126, Electronic Stability Control Systems Indicative Test for Compliance

Office of Crash Avoidance Standards Mail Code: NVS-120 1200 New Jersey Avenue, SE Washington, DC 20590

ESC LABORATORY TEST PROCEDURE

TABLE OF CONTENTS

PAGE

PREFACE………………………………………………………………………………………..ii

1. PURPOSE AND APPLICATION

2. GENERAL REQUIREMENTS

3. SECURITY

4. GOOD HOUSEKEEPING

5. TEST SCHEDULING AND MONITORING

6. TEST DATA DISPOSITION

7. GOVERNMENT FURNISHED PROPERTY (GFP)

8. CALIBRATION OF TEST INSTRUMENTS

9. SUGGESTED TEST EQUIPMENT

10. PHOTOGRAPHIC DOCUMENTATION

11. DEFINITIONS

12. TEST VEHICLE INSPECTION AND TEST PREPARATION

13. TEST EXECUTION

14. POST TEST REQUIREMENTS

15. REPORTS

15.1. MONTHLY STATUS REPORTS

15.2. APPARENT NONCOMPLIANCE

15.3. FINAL TEST REPORTS

15.3.1 COPIES

15.3.2 REQUIREMENTS

15.3.3 FIRST THREE PAGES

15.3.4 TABLE OF CONTENTS

16. DATA SHEETS

17. FORMS

PREFACE

On April 6, 2007, NHTSA published a final rule establishing a new Federal motor vehicle safety standard requiring light vehicles to be equipped with electronic stability control (ESC) systems. The final rule was established as part of a comprehensive plan to reduce the high percentage of rollover crashes and the serious risk of death or injury involved in these crashes. Also, On July 7, 2008, the New Car Assessment program added Electronic Stability Control to the NCAP program as one of the recommended advanced technologies, if the vehicle passed the NCAP ESC Test Procedure.

Vehicles manufactured on and after September 1, 2011, will be tested utilizing this version of the NCAP ESC test procedure to determine if they pass the performance requirements and should be noted as “recommended” in the NCAP consumer information program. Additionally, the results of this testing will be shared with the Office of Vehicle Safety Compliance as an indicative test for compliance with Federal Motor Vehicle Safety Standard 126, “Electronic Stability Control Systems”.

The performance requirements in this test procedure are identical to the performance requirements of TP-126-03, September 9, 2011.

1. PURPOSE AND APPLICATION

This document is a laboratory test procedure provided by the National Highway Traffic Safety Administration (NHTSA), Office of Crash Avoidance Standards (OCAS) New Car Assessment Program (NCAP) for the purpose of presenting guidelines for a uniform testing data and information recording format, and providing suggestions for the use of specific equipment and procedures for contracted testing laboratories. The data correspond to specific requirements of the Federal Motor Vehicle Safety Standard(s) (FMVSS). The NCAP test procedures include requirements that are general in scope to provide flexibility for contracted laboratories to perform compliance testing and are not intended to limit or restrain a contractor from developing or utilizing any testing techniques or equipment which will assist in procuring the required compliance test data.

These test procedures do not constitute an endorsement or recommendation for use of any particular product or testing method.

Prior to conducting compliance testing, contracted laboratories are required to submit a detailed test procedure to the Contracting Officer's Technical Representative (COTR) to demonstrate concurrence with this NCAP test procedure. If any contractor views any part of the NCAP laboratory test procedure to be in conflict with OVSC FMVSS 126 test procedure, or observes deficiencies in a laboratory test procedure, the contractor is required to advise the COTR and resolve the discrepancy prior to the start of compliance testing or as soon as practicable. The contractor’s test procedure must include a step-by-step description of the methodology and detailed check-off sheets. Detailed check-off sheets shall also be provided for the testing instrumentation including a complete listing of the test equipment with make and model numbers. The list of test equipment shall include instrument accuracy and calibration dates. All equipment shall be calibrated in accordance with the manufacturer’s instructions. There shall be no contradictions between the laboratory test procedure and the contractor’s in-house test procedure.

Written approval of the in-house test procedures shall be obtained from the COTR before initiating the compliance test program.

NOTE: The NCAP ESC Laboratory Test Procedures, prepared for the limited purpose of use by independent laboratories under contract to conduct NCAP tests for the NHTSA, are not rules, regulations or NHTSA interpretations regarding the meaning of a FMVSS.

The laboratory test procedures are not intended to limit the requirements of the applicable FMVSS(s). In some cases, the NCAP ESC laboratory test procedures do not include all of the various FMVSS minimum performance requirements. Recognizing applicable test tolerances, the laboratory test procedures may specify test conditions that are less severe than the minimum requirements of the standard. In addition, the laboratory test procedures may be modified by NHTSA at any time without notice, and the COTR may direct or authorize contractors to deviate from these procedures, as long as the tests are performed in a manner consistent with the standard itself and within the scope of the contract. Laboratory test procedures may not be relied upon to create any right or benefit in any person. Therefore, passing the performance specified by NCAP of a vehicle or item of motor vehicle equipment is not necessarily guaranteed if the manufacturer limits its tests to those described in the NCAP laboratory test procedures.

2. GENERAL NCAP and FMVSS N0. 126 REQUIREMENTS

FMVSS No. 126 establishes performance and equipment requirements for Electronic Stability Control (ESC) Systems installed in motor vehicles. The purpose of this standard is to reduce the number of deaths and injuries that result from crashes in which the driver loses directional control of the vehicle. It is applicable to passenger cars, multipurpose passenger vehicles, trucks and buses with a gross vehicle weight rating of 4,536 kilograms or less, according to the phase-in schedule shown below.

PHASE-IN REQUIREMENTS

Manufacturer Type

Percentage Complying¹

Period of Production Vehicles Manufactured:

Large Volume

> 55% On or after September 1, 2008 and before September 1, 2009

> 75% On or after September 1, 2009 and before September 1, 2010

> 95% On or after September 1, 2010 and before September 1, 2011

100% On or after September 1, 2011

Small Volume² 0% On or after September 1, 2008 and before September 1, 2011 100% On or after September 1, 2011

Final-stage and Alterers³

0% On or after September 1, 2008 and before September 1, 2012

100% On or after September 1, 2012

Vehicles to which this standard applies must be equipped with an ESC system that is capable of applying brake torques individually to all four wheels and has a control algorithm that utilizes this capability, is operational during all phases of driving including acceleration, coasting, and deceleration (including braking), except when the driver has disabled ESC, the vehicle speed is below 20 km/h (12.4 mph), the vehicle is being driven in reverse or during system initialization, and remains capable of activation even if the antilock brake system or traction control system is activated. Vehicles to which this standard applies must meet specific lateral stability and responsiveness performance requirements.

¹ The percentage complying requirement is calculated as follows: number of complying vehicles in the period of production / either (total number in that period) or (average production in 3 previous periods) x 100.

² Produced fewer than 5,000 vehicles for the U.S. market, September 1, 2008 – August 31, 2011.

³ See 49 CFR 567, Certification.

2. GENERAL REQUIREMENTS....Continued

Yaw rate thresholds are used to assess a vehicle’s lateral stability. At 1.0 second after completion of a required sine with dwell steering input, the yaw rate of a vehicle must not exceed 35 percent of the first peak value of yaw rate recorded after the steering wheel angle changes sign (between first and second peaks during the same test run). At 1.75 seconds after completion of a required sine with dwell steering input, the yaw rate of the same vehicle must not exceed 20 percent of the first peak value of yaw rate recorded after the steering wheel angle changes sign (between first and second peaks during the same test run).

Lateral displacement is used to assess a vehicle’s responsiveness. The lateral displacement of the vehicle center of gravity with respect to its initial straight path must be at least 1.83 m (6 feet) for vehicles with a GVWR of 3,500kg (7,716 lb.) or less, and

1.52 m (5 feet) for vehicles with a GVWR greater than 3,500 kg (7,716 lb.) when computed at specified commanded steering wheel angles 1.07 seconds after the Beginning of Steer (BOS).

The main difference between the NCAP performance requirement and the FMVSS No.

126 requirement is that for FMVSS No. 126, an ESC system must have the capability to identify and warn of system malfunctions and the ESC system related “malfunction” and “Off” telltales as well as related controls must be identified and labeled as required.

NCAP does not include these requirements. However, since at this time, all light vehicles must comply with FMVSS No. 126, NCAP has included the system malfunction requirements within the test procedure, so the testing will be completely indicative of compliance with FMVSS No. 126. The results of these tests will be shared with the Office of Vehicle Safety Compliance (OVSC).

METRIC SYSTEM OF MEASUREMENT

Section 5164 of the Omnibus Trade and Competitiveness Act (Pub. L. 100-418) establishes that the metric system of measurement is the preferred system of weights and measures for trade and commerce in the United States. Executive order 12770 directs Federal agencies to comply with the Act by converting regulatory standards to the metric system after September 30, 1992. In a final rule published on March 15, 1990 (60 FR 13639), NHTSA completed the first phase of metrication, converting English measurements in several regulatory standards to the metric system. Since then, metrication has been applied to other regulatory standards (63 FR 28912).

Accordingly, the NCAP ESC laboratory test procedure includes revisions to comply with governmental directives in using the metric system. Regulatory standards converted to metric units are required to use metric measurements in the test procedures, whereas standards using English units are allowed to use English measurements or to use English measurements in combination with metric equivalents in parentheses.

All final compliance test reports are required to include metric measurements for standards using metrication.

NOTE: The methodology for rounding measurement in the test reports shall be made in accordance with ASTM E29-06b, “Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications.”

3. SECURITY

The contractor shall provide appropriate security measures to protect the OVSC test vehicles and Government Furnished Property (GFP) from unauthorized personnel during the entire compliance testing program. The contractor is financially responsible for any acts of theft and/or vandalism which occur during the storage of test vehicles and GFP.

Any security problems which arise shall be reported by telephone to the Industrial Property Manager (IPM), Office of Acquisition Management, within two working days after the incident. A letter containing specific details of the security problem shall be sent to the IPM (with copy to the COTR) within 48 hours.

The contractor shall protect and segregate the data that evolves from compliance testing before and after each vehicle test. No information concerning the vehicle safety compliance testing program shall be released to anyone except the COTR, unless specifically authorized by the COTR or the COTR's Division Chief.

NOTE: No individuals, other than contractor personnel directly involved in the compliance testing program, NCAP personnel or OVSC personnel shall be allowed to witness any vehicle or equipment item compliance test or equipment calibration unless specifically authorized by the COTR.

4. GOOD HOUSEKEEPING

Contractors shall maintain the entire vehicle compliance testing area, test fixtures and instrumentation in a neat, clean and painted condition with test instruments arranged in an orderly manner consistent with good test laboratory housekeeping practices.

5. TEST SCHEDULING AND MONITORING

The contractor shall submit a test schedule to the COTR prior to conducting the first NCAP test. Tests shall be completed at intervals as required in the contract. If not specified, the first test shall be conducted within 6 weeks after receiving the first delivered unit. Subsequent tests shall be completed in no longer that 1 week intervals unless otherwise specified by the COTR.

Scheduling of tests shall be adjusted to permit vehicles (or equipment, whichever applies) to be tested to other NHTSA programs as may be required by the OCAS. All testing

5. TEST SCHEDULING AND MONITORING….Continued shall be coordinated with the COTR in order to allow monitoring by the COTR and/or other NHTSA personnel if desired. The contractor shall submit a monthly test status report and a vehicle status report (if applicable) to the COTR. The vehicle status report shall be submitted until all vehicles are disposed of. The status report forms are provided in the forms section.

6. TEST DATA DISPOSITION

The Contractor shall make all vehicle preliminary test data available to the COTR on location within 30 minutes after the test. Final test data, including digital printouts and computer generated plots (if applicable) shall be available to the COTR in accordance with the contract schedule or if not specified within two working days. Additionally, the Contractor shall analyze the preliminary test results as directed by the COTR.

All backup data sheets, strip charts, recordings, plots, technicians’ notes, etc., shall be either sent to the COTR or destroyed at the conclusion of each delivery order, purchase order, etc.

The contractor shall protect and segregate the data that evolves from testing before and after each test.

TEST DATA LOSS

A. INVALID TEST DESCRIPTION

An invalid NCAP test is one, which does not conform precisely to all requirements/specifications of this Laboratory Test Procedure and Statement of Work applicable to the test.

B. INVALID TEST NOTIFICATION

The Contractor shall notify NHTSA of any test not meeting all requirements/specifications of this Laboratory Test Procedure and Statement of Work applicable to the test, by telephone, within 24 hours of the test and send written notice to the COTR within 48 hours or the test completion.

C. RETEST NOTIFICATION

The Contracting Officer of NHTSA is the only NHTSA official authorized to notify the Contractor that a retest is required. The retest shall be completed within 2 weeks after receipt of notification by the Contracting Officer that a retest is required.

6. TEST DATA DISPOSITION….Continued

D. WAIVER OF RETEST

NHTSA, in its sole discretion, reserves the right to waive the retest requirement.

This provision shall not constitute a basis for dispute over the NHTSA's waiving or not waiving any requirement.

E. TEST VEHICLE

NHTSA shall furnish only one vehicle for each test ordered. The Contractor shall furnish the test vehicle required for the retest. The retest vehicle shall be equipped as the original vehicle. The original vehicle used in the invalid test shall remain the property of NHTSA, and the retest vehicle shall remain the property of the Contractor. The Contractor shall retain the retest vehicle for a period not exceeding 180 days if it fails the test. If the retest vehicle passes the test, the Contractor may dispose of it upon notification from the COTR that the test report has been accepted.

F. TEST REPORT

No test report is required for any test that is determined to be invalid unless NHTSA specifically decides, in writing, to require the Contractor to submit such report. The test data from the invalid test must be safeguarded until the data from the retest has been accepted by the COTR. The report and other required deliverables for the retest vehicle are required to be submitted to the COTR within 3 weeks after completion of the retest.

G. DEFAULT

The Contractor is subject to the default and subsequent re-procurement costs for non-delivery of valid or conforming test (pursuant to the Termination For Default clause in the contract).

H. NHTSA'S RIGHTS

None of the requirements herein stated shall diminish or modify the rights of NHTSA to determine that any test submitted by the Contractor does not conform precisely to all requirements/specifications of the OVSC Laboratory Test Procedure and Statement of Work applicable to the test.

7. GOVERNMENT FURNISHED PROPERTY (GFP)

GFP consist of test vehicles, test equipment and instrumentation. The GFP is authorized by contractual agreement. The contractor is responsible for the following.

A. ACCEPTANCE OF TEST VEHICLES

The contractor has the responsibility of accepting each GFP test vehicle whether delivered by a new vehicle dealership or another vehicle transporter. In both instances, the contractor acts on behalf of the OVSC when signing an acceptance of the GFP test vehicle delivery order. When a GFP vehicle is delivered, the contractor must verify:

1. All options listed on the "window sticker" are present on the test vehicle.

2. Tires and wheel rims are new and the same as listed.

3. There are no dents or other interior or exterior flaws in the vehicle body.

4. The vehicle has been properly prepared and is in running condition.

5. The glove box contains an owner's manual, warranty document, consumer information, and extra set of keys.

6. Proper fuel filler cap is supplied on the test vehicle.

7. Spare tire, jack, lug wrench and tool kit (if applicable) is located in the vehicle cargo area.

8. The VIN (vehicle identification number) on the vehicle condition report matches the

VIN on the vehicle.

9. The vehicle is equipped as specified by the COTR.

A Vehicle Condition form will be supplied to the contractor by the COTR when the test vehicle is transferred from a new vehicle dealership or between test contracts. The upper half of the form is used to describe the vehicle as initially accepted. The lower half of the Vehicle Condition form provides space for a detailed description of the post-test condition. The contractor must complete a Vehicle Condition form for each vehicle and deliver it to the COTR with the Final Test Report or the report will NOT be accepted for payment.

If the test vehicle is delivered by a government contracted transporter, the contractor should check for damage which may have occurred during transit. GFP vehicle(s) shall not be driven by the contractor on public roadways unless authorized by the COTR.

7. GOVERNMENT FURNISHED PROPERTY (GFP)….Continued

B. TEST EQUIPMENT AND INSTRUMENTATION

The contractor has the responsibility of accepting GFP test equipment and instrumentation delivered to the contractor. The contractor acts on behalf of the OVSC when signing an acceptance of the GFP test equipment and instrumentation delivery order. When GFP test equipment and instrumentation is delivered, the contractor must:

1. Verify all partial and sub-component quantities as per the packaging document

2. Verify physical condition of all equipment and instrumentation (inspect for damage)

3. Verify functional condition of all equipment and instrumentation

4. Store in a clean, organized, secure, and environmentally controlled area

C. NOTIFICATION OF COTR

The COTR must be notified within 24 hours after a vehicle (and/or equipment item) has been delivered. In addition, if any discrepancy or damage is found at the time of delivery, a copy of the Vehicle Condition form shall be sent to the COTR immediately.

8. CALIBRATION OF TEST INSTRUMENTS

Before the contractor initiates the test program, a test instrumentation calibration system will be implemented and maintained in accordance with established calibration practices.

The calibration system shall include the following as a minimum:

A. Standards for calibrating the measuring and test equipment shall be stored and used under appropriate environmental conditions to assure their accuracy and stability.

B. All measuring instruments and standards shall be calibrated by the Contractor, or a commercial facility, against a higher order standard at periodic intervals not exceeding 12 months for instruments and 12 months for the calibration standards except for static types of measuring devices such as rulers, weights, etc., which shall be calibrated at periodic intervals not to exceed two years. Records, showing the calibration traceability to the National Institute of Standards and Technology (NIST), shall be maintained for all measuring and test equipment.

8. CALIBRATION OF TEST INSTRUMENTS….Continued

Inertial sensing systems shall be calibrated every twelve months or after a test failure or after any indication from calibration checks that there may be a problem with the inertial sensing systems whichever occurs sooner.

C. All measuring and test equipment and measuring standards shall be labeled with the following information:

(1) Date of calibration

(2) Date of next scheduled calibration

(3) Name of the technician who calibrated the equipment

D. A written calibration procedure shall be provided by the Contractor, which includes as a minimum the following information for all measurement and test equipment:

(1) Type of equipment, manufacturer, model number, etc.

(2) Measurement range

(3) Accuracy

(4) Calibration interval

(5) Type of standard used to calibrate the equipment (calibration traceability of the standard must be evident).

(6) The actual procedures and forms used to perform the calibrations.

E. Records of calibration for all test instrumentation shall be kept by the Contractor in a manner that assures the maintenance of established calibration schedules.

F. All such records shall be readily available for inspection when requested by the COTR. The calibration system shall need the acceptance of the COTR before vehicle safety compliance testing commences.

G. Test equipment shall receive a system functional check out using a known test input immediately before and after the test. This check shall be recorded by the test technician(s) and submitted with the final report.

8. CALIBRATION OF TEST INSTRUMENTS….Continued

H. The Contractor may be directed by NHTSA to evaluate its data acquisition system.

Further guidance is provided in the International Standard ISO 10012-1, “Quality Assurance Requirements for Measuring Equipment” and American National Standard ANSI/NCSL Z540-1, “Calibration Laboratories and Measuring and Test Equipment - General Requirements.”

NOTE: In the event of a failure to meet the NCAP ESC minimum performance requirements, additional calibration checks of some critically sensitive test equipment and instrumentation may be required for verification of accuracy. The necessity for the calibration will be at the COTR’s discretion and will be performed without additional cost.

9. SUGGESTED TEST EQUIPMENT

A. Portable tire pressure gage with an operating pressure of at least 700kPa (100 psi), graduated increments of 1 kPa (0.1 psi) and an accuracy of at least + 2.0% of the applied pressure.

B. Platform scales to measure individual wheel, axle and vehicle loads. Platform scales shall have a maximum graduation of 0.5 kg (1.0 lb.) and have an accuracy of at least + 1% of the measured reading.

C. Automated steering machine with steering angle encoder for controlling steering wheel angle input and output. Automated steering machine is used to generate steering inputs for all test maneuvers. The automated steering machine shall be capable of supplying steering torques between 40 to 60 Nm (29.5 to 44.3 lb-ft). The steering machine must be able to apply these torques when operating with steering wheel velocities up to 1200 deg/sec. The steering machine must be able to move the vehicle’s steering system through its full range, accept vehicle speed sensor feedback input to initiate steering programs at a preset road speeds, and have the convenience of changing the steering program during test sessions. Handwheel angle resolution is

0.25 deg and accuracy is + 0.25 deg (ATI Model Spirit 3 or equivalent).

D. Multi-Axis Inertial Sensing System for measuring longitudinal, lateral and vertical accelerations as well as roll, yaw and pitch rates. Accelerometer range + 2g, resolution < 10μg, and accuracy < 0.05% of full range. Angular rate sensors range + 100 deg/sec, resolution < 0.004 deg/sec and accuracy 0.05% of full range (BEI Motion PAK or equivalent).

E. Radar speed sensor with dashboard display for vehicle speed with a range of 0-

201km/h (0-125 mph), resolution 0.014 km/h (.009 mph) and accuracy + 0.25% of full

9. SUGGESTED TEST EQUIPMENT….Continued scale (DEUTA- WERKE Model DRS-6 or equivalent).

F. Two ultrasonic distance measuring system sensors, to determine vehicle displacements that will be used to calculate roll angle, with a range of 10- 102 cm (4- 40 inches), resolution 0.25 mm (0.01 inches) and accuracy + 0.25% of maximum distance (MASSA Model M-5000/220 or equivalent).

G. Data acquisition system to record time, velocity, roll height, lateral, longitudinal and vertical accelerations, roll, yaw and pitch rates, and steering wheel angles from vehicle installed sensors. All data is to be sampled at 200 Hz. Signal conditioning must consist of amplification, anti-alias filtering, and digitizing. Amplifier gains are selected to maximize the signal-to-noise ratio of the digitized data. Filtering is performed with two-pole low-pass Butterworth filters with nominal cutoff frequencies selected to prevent aliasing. (Dewetron Sidehand model DA-121-16 with A/D card Orion-1616-100, and amplification/anti-aliasing card MDAQ-FILT-10-S).

H. Load cell to monitor brake pedal force with a range of 0-136 kg (0-300 lb) and accuracy + 0.05% full scale (Interface Model BPL 300 or equivalent).

I. Outriggers must be used for testing trucks, multipurpose passenger vehicles, and buses. Vehicles with a baseline weight less than 1,588 kg (3,500 lbs.) must be equipped with “light” outriggers. Vehicles with a baseline weight equal to or greater than 1,588 kg (3,500 lbs.) and less than 2,722 kg (6,000 lbs.) must be equipped with “standard” outriggers. Vehicles with a baseline weight equal to or greater than 2,722 kg (6,000 lbs.) must be equipped with “heavy” outriggers. A vehicle’s baseline weight is the weight of the vehicle delivered from the dealer, fully fueled, with a 73 kg (160 lbs.) driver. Light outriggers shall be designed with a maximum weight of 27 kg (59.5 lbs.) and a maximum roll moment of inertia of 27 kg-m² (10.9 ft-lb-sec²). Standard outriggers shall be designed with a maximum weight of 32 kg (70 lb.) and a maximum roll moment of inertia of 35.9 kg-m² (26.5 ft-lb-sec²). Heavy outriggers shall be designed with a maximum weight of 39 kg (86 lbs.) and a maximum roll moment of inertia of 40.7 kg-m² (30.0 ft-lb-sec²) (NHTSA titanium outrigger system, Docket No.

NHTSA 2007-27662-11, or equivalent)1.

J. Real time digital video camera for documenting sine with dwell maneuver.

1 See http://www.regulations.gov/fdmspublic/component/main?main=DocumentDetail&o=09000064802b7406

10. PHOTOGRAPHIC DOCUMENTATION

DIGITAL PHOTOGRAPHS

The contractor shall take digital photographs of the pretest, test execution and post test conditions. Photographs shall be taken in color and contain clear images. A tag, label or placard identifying the test item, NHTSA number (if applicable) and date shall appear in each photograph and must be legible. Each photograph shall be labeled as to the subject matter. The required resolution for digital photographs is a minimum of 1,600 x 1,200 pixels. Digital photographs are required to be created and in a JPG format. Glare or light from any illuminated or reflective surface shall be minimized while taking photographs. The test setup and equipment used in all tests shall be photographed for the record before and at prescribed time periods during testing.

The test reports shall include enough photographs to describe the testing in detailed and shall be organized in a logical succession of consecutive pictures. The digital photographs shall be included in the test report as 203 mm x 254 mm or 215.9 mm x 279 mm (8 x 10 or 8½ x 11 inch) pictures. All photographs are required to be included in the test report in the event of a test failure. Any failure must be photographed at various angles to assure complete coverage. Upon request, the photographs shall be sent to the COTR on a CD or DVD and saved in a “read only” format to ensure that the digital photographs are the exact pictures taken during testing and have not been altered from the original condition.

PHOTOGRAPHIC VIEWS

As a minimum the following test photographs shall be included in each vehicle final test report, submitted by the contractor:

A. 3/4 frontal view from left side of vehicle B. Vehicle Certification Label C. Vehicle Placard (titled, “Tire and Loading Information”) D. Tire Inflation Pressure Label (optional label if provided) E. Close-up view of ESC Malfunction Telltale F. Close-up view of “ESC OFF” Telltale (if provided) G. Close-up view of ESC off control (if provided) H. Close-up view of other controls that have an ancillary effect on ESC (if provided) I. Close-up view(s) of test instrumentation mounted on outside of vehicle J. Close-up view(s) of test instrumentation mounted on inside of vehicle K. Close-up view of tire/rim and track as appropriate depicting rim-to-pavement contact or tire debeading (if present) L. View of loss of pavement contact of tire(s) as documented by still photograph from video camera (if present) M. Any other damage or apparent test failure that cannot be seen in the above photographs.

10. PHOTOGRAPHIC DOCUMENTATION….Continued

REALTIME CAMERA

The contractor shall document every sine with dwell maneuver test executed using a “real time” color digital camera that minimally operates at 24 frames per second. The sine with dwell maneuvers should be videotaped from a viewpoint that facilitates observation of the front of the vehicle or the inboard side of the vehicle so as to best record instances of wheel lift, if it occurs. During each maneuver the zoom of the camera should be adjusted such that the vehicle fills the view frame to the greatest extent possible.

The video footage shall be transferred to a compact disc (CD) or DVD as AVI or MPEG files with any standard or generally available “codec” compatible to Microsoft Windows.

All video footage should be saved in a “read only” format before sending to the COTR to verify that the evidence has not been altered from its original condition. Video footage may only be saved using other types of file formats if approved by the COTR.

11. DEFINITIONS

The contractor shall check the Code of Federal Regulations for the most recent definitions. A citation is provided after each definition not specified in Standard 126.

ACKERMAN STEER ANGLE

The angle whose tangent is the wheelbase divided by the radius of the turn at a very low speed.

COMMON SPACE

An area on which more than one telltale, indicator, identifier, or other message may be displayed, but not simultaneously.

DRIVE CONFIGURATION

The driver-selected, or default, condition for distributing power from the engine to the drive wheels (examples include, but are not limited to, 2-wheel drive, front-wheel drive, rear-wheel drive, all-wheel drive, 4-wheel drive high gear with locked differential, and 4-wheel drive low gear).

ELECTRONIC STABILITY CONTROL SYSTEM

A system that has all the following attributes: (1) That augments vehicle directional stability by applying and adjusting the vehicle brake torques individually to induce a correcting yaw moment to a vehicle; (2) That is computer controlled with the computer using a closed-loop algorithm to limit vehicle oversteer and to limit vehicle understeer; (3) That has a means to determine the vehicle’s yaw rate and to estimate its side slip or side

11. DEFINITIONS….Continued slip derivative with respect to time; (4) That has a means to monitor driver steering inputs;

(5) That has an algorithm to determine the need, and a means to modify engine torque, as necessary, to assist the driver in maintaining control of the vehicle, and (6) That is operational over the full speed range of the vehicle (except at vehicle speeds less than 20 km/h (12.4 mph), when being driven in reverse, or during system initialization).

LATERAL ACCELERATION

The component of the vector acceleration of a point in the vehicle perpendicular to the vehicle’s x axis (longitudinal) and parallel to the road plane.

LOW-RANGE FOUR-WHEEL DRIVE CONFIGURATION

A drive configuration that has the effect of locking the drive gears at the front and rear axles together and providing an additional gear reduction between the engine speed and vehicle speed of at least 2.0.

MODE

An ESC performance algorithm, whether driver-selected or not (examples include, but are not limited to, standard (default) mode, performance mode, snow or slippery road mode, or OFF mode).

OVERSTEER

A condition in which the vehicle’s yaw rate is greater than the yaw rate that would occur at the vehicle’s speed as result of the Ackerman Steer Angle.

SIDE SLIP OR SIDE SLIP ANGLE

The arctangent of the lateral velocity of the center of gravity of the vehicle divided by the longitudinal velocity of the center of gravity.

UNDERSTEER

A condition in which the vehicle’s yaw rate is less than the yaw rate that would occur at the vehicle’s speed as a result of the Ackerman Steer Angle.

UVW

The Unloaded Vehicle Weight (UVW) is the weight of a vehicle with maximum capacity of all fluids necessary for vehicle operation, but without cargo, occupants, or accessories that are ordinarily removed from the vehicle when they are not in use. (See 49 CFR 571.3)

VEHICLE PLACARD AND OPTIONAL TIRE INFLATION PRESSURE LABEL

The sources of cold tire inflation pressure recommended by the vehicle manufacturer and provided in the location and format per Federal motor vehicle safety standard (FMVSS) No. 110.

11. DEFINITIONS….Continued

YAW RATE

The rate of change of the vehicle’s heading angle measured in degrees/second of rotation about a vertical axis through the vehicle’s center of gravity.

12. TEST VEHICLE INSPECTION AND TEST PREPARATION (Data Sheet 1)

A. Inspect test vehicle. Document required test vehicle information.

B. Review all test preparation, safety standard performance, and test instrumentation requirements relating to this compliance test. Personnel supervising and/or performing the compliance test shall be thoroughly familiar with all of the requirements.

C. Review all applicable contents of the vehicle Owner’s Manual or equivalent documentation.

D. Verify COTR approval of contractor’s detailed in-house test procedure.

E. Verify the calibration status of test equipment.

F. Document vehicle installed tire size, manufacturer, tire name and tire identification number (TIN). All tires must be new. The vehicle must be tested with the tires installed on the vehicle at the time of initial vehicle sale. From the vehicle’s Placard or optional Tire Inflation Pressure Label, identify the vehicle’s designated tire size(s).

Notify COTR if any tire installed on the vehicle is different from the manufacturer’s designated tire size obtained from the Vehicle Placard or optional Tire Inflation Pressure Label, and request further guidance before proceeding. Tire changes should not be required; however, if a tire change is necessary no tire mounting lubricant should be used when the tires are mounted to the rims.

G. Document vehicle default and selectable drive configurations and ESC system modes

(see Section 11, Definitions).

H. Identify safety systems installed on vehicle that are intended to improve vehicle stability.

I. Verify outriggers are available for testing. Outriggers must be used for testing trucks, multipurpose passenger vehicles, and buses. Passenger cars will not be tested with outriggers. Vehicles with a baseline weight less than 1,588 kg (3,500 lbs.) must be equipped with “light ” outriggers. Vehicles with a baseline weight greater than 1,588 kg (3,500 lbs.) and less than 2,722 kg (6,000 lbs.) must be equipped with “standard” outriggers. Vehicles with a baseline weight equal to or greater than 2,722 kg (6,000

12. TEST VEHICLE INSPECTION AND TEST PREPARATION….Continued

Lbs.) must be equipped with “heavy” outriggers. Inner-tubes, may be used in test vehicle wheels when outriggers are required on test vehicle.

J. All tests must be performed with automatic transmissions in “Drive.” If the test vehicle is equipped with a manual transmission, the highest gear capable of sustaining the desired test speeds shall be used. Manual transmission clutches are to remain engaged during all maneuvers.

K. Data collection is initiated in one of two manners: (1) manually by the test driver immediately before the start of the maneuver, or (2) automatically by using the output signal from the vehicle speed sensor and a closed feedback loop programmed into the steering machine.

L. Brake pedal force is measured with a load cell transducer attached to the face of the brake pedal. While brake pedal force is not explicitly required for determining vehicle compliance, the load cell gives the test laboratory a way of confirming the driver has not unintentionally applied the brakes during execution of the maneuvers. If the driver applies force to the brake pedal before completion of a maneuver, that test is not valid, and should not be considered in further analyses.

Monitoring the state of a brake light or brake light switch as a surrogate for brake pedal force is not recommended. For some vehicles, the brake lights are illuminated during ESC intervention, regardless of whether the driver has applied force to the brake pedal. This may cause an otherwise valid test to be incorrectly deemed unacceptable.

M. Calibration data shall be collected prior to each maneuver test series to assist in resolving uncertain test data. The following data should be recorded at the beginning of each test day for each test vehicle. The distance measured by the speed sensor along a straight line between the end points of a surveyed linear roadway standard of 1000 feet or more (observed and recorded manually from the speed sensor display). Five to fifteen seconds of data from all instrument channels as the configured and prepared test vehicle is driven in a straight line on a level, uniform, solid-paved road surface with a vehicle speed of 97 km/h (60 mph).

13. TEST EXECUTION

Personnel supervising and/or performing the compliance test program shall be thoroughly familiar with the requirements, test conditions, and equipment for the test to be conducted. Testing will be accomplished as indicated below. Test personnel shall make note of all discrepancies and deviations from the this Laboratory Test Procedure.

13. TEST EXECUTION ....Continued

13.1 ESC SYSTEM TECHNICAL DOCUMENTATION (Data Sheet 2)

Using information provided by the COTR from the vehicle manufacturer and the owner’s manual, verify that the vehicle is equipped with an ESC system that meets the definition of “ESC SYSTEM” by providing the following:

A. Identify each of the components of the vehicle’s ESC system that are used to determine its yaw rate, estimated side slip or the side slip derivative, driver steering inputs, and any other inputs to the ESC system computer, and to generate brake torques at each wheel and other countermeasures (i.e., modifying engine torque) to maintain vehicle stability. Provide a brief explanation for each of the required ESC system operational attributes. The methods used to modify engine torque (engine timing, fuel delivery, etc.) and to estimate side slip or side slip derivative should be documented.

B. Verify an explanation was provided that describes the logic illustrating how the vehicle’s ESC system mitigates understeer and oversteer conditions. The explanation must include the pertinent inputs to the ESC system computer, a description of how the inputs are used, and the pertinent outputs to vehicle components (i.e., brakes, engine, etc.) that mitigate vehicle understeer and oversteer conditions. The description must also identify the vehicle speed range and the driving phases (acceleration, deceleration, coasting, during activation of the ABS or traction control) under which the ESC system can activate.

13.2 ESC MALFUNCTION AND “ESC OFF” TELLTALES --- LOCATION, LABELING AND

BULB CHECK (Data Sheet 3)

A. Locate and describe the location of the ESC malfunction telltale and verify that it is mounted inside the occupant compartment in front of and in clear view of the driver. Identify if the malfunction telltale is located in a common space..

B. Verify that the malfunction telltale symbol or abbreviation is as specified in FMVSS

No. 101. Make note of any additional symbols, words or messages used that correspond to the ESC malfunction indication. Make note if telltale is also used to indicate activation of the ESC system.

C. Locate and describe the location of the “ESC OFF” telltale, if provided, and verify that it is mounted inside the occupant compartment in front of and in clear view of the driver. Verify that the ESC Off telltale symbol or abbreviation is as specified in FMVSS No. 101. Identify if the telltale is located in a common space. Make note of any additional symbols, words or messages used that correspond to the ESC Off indicator. Make note if the “ESC OFF” telltale is combined in a two-part telltale with the ESC malfunction telltale.

D. With the vehicle stationary and the starting system in the “Lock” or “Off” position, activate the starting system to the “On” (“Run”) position where the engine is not running, and verify that the ESC system performs a check of the malfunction and if provided the “ESC OFF” telltale lamp functions. Document the position(s) of the starting system where the ESC malfunction telltale and the “ESC OFF” telltale (if equipped) illuminate. The telltale(s) should be yellow in color and illuminate for a short period of time and then extinguish. Document the color of the illuminated telltale(s). Measure and record the time the telltale(s) remain illuminated. This check of the telltale(s) lamp function is not required for telltale(s) shown in a common space. If the telltale(s) do not illuminate and are not displayed in a common space, proceed to step E.

E. If the telltale(s) does (do) not illuminate in step D, a starter interlock may be engaged. The telltale(s) need not activate as a check of the lamp function when a starter interlock is in operation. Review the vehicle Owner’s Manual to determine if the vehicle is equipped with any starter interlocks (most common interlock designs are between the starting system/vehicle starter and the brake pedal and/or transmission). Disengage the interlock and repeat step D above. Describe any interlock features that affect the check of the telltale lamp function(s).

13.3 “ESC OFF” CONTROL – IF APPLICABLE (Data Sheet 4)

A. Determine if vehicle has a control or controls whose purpose is to deactivate the ESC system or to place the ESC system in a mode or modes that may no longer satisfy the performance requirements set forth in FMVSS No. 126.

B. Make note of each type of control identified. Identify if a control is a dedicated

ESC “On/Off” control (a control that has no other functionality than to turn the ESC system on and off) or an ESC system related multi-functional control (a control that can be used to turn On/Off the ESC system and can also be used to change the operational characteristics of the ESC system and other systems). Describe each control location, labeling and selectable modes.

C. Verify that each control which includes a mode for turning On/Off the ESC system is identified by the ESC system Off symbol or abbreviation shown in Table 1 of FMVSS No. 101.

D. Make note of vehicle standard or default drive configuration and ensure this drive configuration is selected.

E. For vehicles equipped with a dedicated “ESC OFF” control or multi-functional control that has an “ESC Off” mode, with the vehicle stationary and the ignition locking system in the “Lock” or “Off” position, activate the starting system to the “On” (“Run”) position. Activate the dedicated “ESC OFF” control, or select the “ESC Off” mode, and verify that the “ESC OFF” telltale is illuminated and remains illuminated.

F. Turn the ignition locking system to the “Lock” or “Off” position. Again activate the starting system to the “On” (“Run”) position and verify that the “ESC OFF” telltale extinguishes indicating that the ESC system has been reactivated.

G. For vehicles equipped with an ESC system related multi-functional control, with the vehicle stationary and the starting system in the “Lock” or “Off” position, activate the starting system to the “On” (“Run”) position. Cycle the control through each mode and make note of which modes activate the “ESC OFF” telltale.

H. For each control mode selection that illuminates the “ESC Off” telltale, while in that mode, turn the starting system to the “Lock” or “Off” position. Again activate the starting system to the “On” (“Run”) position and verify that the “ESC OFF” telltale extinguishes indicating that the ESC system has been reactivated.

13.4 OTHER SYSTEM CONTROLS – IF APPLICABLE (Data Sheet 4)

A. Determine if vehicle is equipped with controls for other systems, for example alternate drive configuration selection controls, that may have an ancillary effect on ESC system operation. Review owner’s manual and other system documentation provided by vehicle manufacturer. List and describe each control.

B. With the vehicle stationary and the starting system in the “Lock” or “Off” position, activate the starting system to the “On” (“Run”) position. Activate one of the ancillary system controls and make note of “ESC Off” telltale illumination and of any warnings or messages provided regarding the ESC system.

C. For any control that activates the “ESC Off” telltale, turn the starting system to the “Lock” or “Off” position. Again activate the starting system to the “On” (“Run”) position and verify that the “ESC Off” telltale extinguishes indicating that the ESC system has been reactivated. If the selected control placed the vehicle in a low-range four-wheel drive configuration on the previous ignition cycle, reactivation of the ESC system and extinguishment of the “ESC Off” telltale is not required upon cycling the ignition.

D. Repeat paragraphs B. and C. for each ancillary system control and note results.

13.5 VEHICLE AND TEST TRACK DATA (Data Sheet 5)

A. Document the test track peak friction coefficient (PFC). The road test surface must produce a PFC of at least 0.9 when measured using an American Society for Testing and Materials (ASTM) E1136 standard reference test tire, in accordance with ASTM Method E 1337-90, at a speed of 64.4 km/h (40 mph), without water delivery.

B. Verify that the test track being used is dry and uniform with a solid-paved surface.

Surfaces with irregularities and undulations, such as dips and large cracks, are unsuitable. The test surface must have a consistent slope between level and 1%.

C. Inflate the vehicle’s tires to the recommended cold inflation pressure as specified on the vehicle placard or optional tire inflation pressure label. Record the measured pressure in each tire.

D. Fill the fuel tank and other reservoirs of fluids necessary for operation of the vehicle prior to executing this test.

E. Measure vehicle’s wheelbase and front track width.

F. Weigh unloaded vehicle. Document unloaded vehicle weight (UVW).

G. For vehicles other than passenger cars, install outriggers on vehicle. To determine outrigger size required for test vehicle, add weight of test driver (73 kg (160lb)) to the UVW determined in F to calculate vehicle baseline weight. The vehicle baseline weight should be used to determine the size of outriggers to use as discussed in paragraph 9.I.

H. On vehicles equipped with outriggers suitable inner tubes may be installed. If inner tubes are used return tire/wheel assemblies to their original positions on the test vehicle and use OEM torque on lugs. With outriggers and inner tubes (if installed), again determine and document vehicle weight.

I. Remove steering wheel air bag and vehicle center console when necessary.

J. Manufacture and install inertial sensing system mounting plate. (Mounting plate should be installed as close as possible to the perceived vehicle CG.)

K. Install Data Acquisition system (DAS) into front passenger seat.

L. Install inertial sensing system.

M. Install ultra sonic distance sensors and brake pedal force load cell.

N. Install vehicle speed sensor onto front outrigger or bumper assembly along vehicle centerline. Install vehicle speed dashboard display.

O. Install automatic steering controller. Insure controller is centered onto vehicle steering wheel.

P. Power up DAS and verify all channels are activated by viewing real time signal input data and observing normal data drift. Verify DAS set-up for 200 Hz sampling rate, filtering using two-pole low-pass Butterworth filter with nominal cut-off frequencies at 25 Hz to prevent aliasing, and amplifier gains selected to maximize signal-to-noise ratio. Verify DAS displays accurate calibrated sensor outputs.

Q. Verify calibration of steering controller encoder by confirming 1 full rotation of the steering controller wheel results in a reading of 360 degrees on the DAS.

R. Verify the steering controller triggers a…