E/ECE/324/Rev.2/Add.139−E/ECE/TRANS/505/Rev.2/Add.

139

31 January 2017

Agreement

Concerning the Adoption of Uniform Technical Prescriptions for

Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be
Used on Wheeled Vehicles and the Conditions for Reciprocal
Recognition of Approvals Granted on the Basis of these Prescriptions *

(Revision 2, including the amendments which entered into force on 16 October 1995)
_________

Addendum 139 – Regulation No. 140

Date of entry into force as an annex to the 1958 Agreement: 22 January 2017

Uniform provisions concerning the approval of passenger cars with

regard to Electronic Stability Control (ESC) Systems

This document is meant purely as documentation tool. The authentic and legal binding text
is: ECE/TRANS/WP.29/2016/62.
_________

UNITED NATIONS

*
Former title of the Agreement: Agreement Concerning the Adoption of Uniform Conditions of
Approval and Reciprocal Recognition of Approval for Motor Vehicle Equipment and Parts, done at
Geneva on 20 March 1958.

GE.17-01411(E)


 E/ECE/324/Rev.2/Add.139
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Regulation No. 140

Uniform provisions concerning the approval of passenger

cars with regard to Electronic Stability Control (ESC)
Systems
Contents
Page
Regulation
1. Scope ................................................................................................................................................ 4
2. Definitions ........................................................................................................................................ 4
3. Application for approval .................................................................................................................. 5
4. Approval ......................................................................................................................................... 6
5. General requirements ...................................................................................................................... 7
6. Functional requirements .................................................................................................................. 8
7. Performance requirements ............................................................................................................... 8
8. Test conditions ................................................................................................................................ 12
9. Test procedure .................................................................................................................................. 14
10. Modification of vehicle type or ESC system and extension of approval .......................................... 18
11. Conformity of production ................................................................................................................. 18
12. Penalties for non-conformity of production ..................................................................................... 19
13. Production definitively discontinued ................................................................................................ 19
14. Names and addresses of Technical Services responsible for conducting approval tests,
and of Type Approval Authorities .................................................................................................... 19
Annexes
1 Communication ................................................................................................................................ 20
2 Arrangements of approval marks ..................................................................................................... 22
3 Use of the dynamic stability simulation ........................................................................................... 23
4 Dynamic stability simulation tool and its validation ....................................................................... 24
5 Vehicle stability function simulation tool test report ....................................................................... 26

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1. Scope
1.1. This Regulation applies to the approval of vehicles of category M1 and N11
with regard to their electronic stability control system.
1.2 This Regulation does not cover:
1.2.1. Vehicles with a design speed not exceeding 25 km/h;
1.2.2. Vehicles fitted for invalid drivers.

2. Definitions
For the purposes of this Regulation,
2.1. "Approval of a vehicle" means the approval of a vehicle type with regard to
electronic stability control.
2.2. "Vehicle type" means a category of vehicles which do not differ in such
essential respects as:
2.2.1. The manufacturer's trade name or mark;
2.2.2. Vehicle features which significantly influence the performances of the
Electronic Stability Control system (e.g. maximum mass, centre of gravity
position, track width, distance between axles, tyres dimension and the design
of the braking system);
2.2.3. The design of the Electronic Stability Control system.
2.3. "Maximum mass" means the maximum mass stated by the vehicle
manufacturer to be technically permissible (this mass may be higher than the
"permissible maximum mass" laid down by the national administration).
2.4. "The distribution of mass among the axles" means the distribution of the
effect of the gravity on the mass of the vehicle and/or its contents among the
axles.
2.5. "Wheel/axle load" means the vertical static reaction (force) of the road
surface in the contact area on the wheel/wheels of the axle.
2.6. "Ackerman steer angle" means the angle whose tangent is the wheelbase
divided by the radius of the turn at a very low speed.
2.7. "Electronic Stability Control (ESC) System" means a system that has all of
the following attributes:
2.7.1. That improves vehicle directional stability by at least having the ability to
automatically control individually the braking torques of the left and right
wheels on each axle2 to induce a correcting yaw moment based on the
evaluation of actual vehicle behaviour in comparison with a determination of
vehicle behaviour demanded by the driver;

1
M1 and N1 categories of vehicles are defined in the Consolidated Resolution on the Construction of
Vehicles (R.E.3.), document ECE/TRANS/WP.29/78/Rev. 4, para. 2. -
www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29resolutions.html
2
An axle group shall be treated as a single axle and dual wheels shall be treated as a single wheel.

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2.7.2. That is computer controlled with the computer using a closed-loop algorithm
to limit vehicle oversteer and to limit vehicle understeer based on the
evaluation of actual vehicle behaviour in comparison with a determination of
vehicle behaviour demanded by the driver;
2.7.3. That has a means to determine directly the value of the vehicle's yaw rate and
to estimate its side-slip or side-slip derivative with respect to time;
2.7.4. That has a means to monitor driver steering inputs; and
2.7.5. That has an algorithm to determine the need, and a means to modify
propulsion torque, as necessary, to assist the driver in maintaining control of
the vehicle.
2.8. "Lateral acceleration" means the component of the acceleration vector of a
point in the vehicle perpendicular to the vehicle x axis (longitudinal) and
parallel to the road plane.
2.9. "Oversteer" means a condition in which the vehicle's yaw rate is greater than
the yaw rate that would occur at the vehicle's speed as a result of the
Ackerman steer angle.
2.10. "Side-slip or side-slip angle" means the arctangent of the ratio of the lateral
velocity to the longitudinal velocity of the centre of gravity of the vehicle.
2.11. "Understeer" means 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.
2.12. "Yaw rate" means the rate of change of the vehicle's heading angle measured
in degrees/second of rotation about a vertical axis through the vehicle's centre
of gravity.
2.13. "Peak braking coefficient (PBC)": means the measure of tyre to road surface
friction based on the maximum deceleration of a rolling tyre.
2.14. "Common space" means an area on which more than one tell-tale, indicator,
identification symbol, or other message may be displayed but not
simultaneously.
2.15. "Static stability factor" means one-half the track width of a vehicle divided
by the height of its center of gravity, also expressed as SSF = T/2H, where:
T = track width (for vehicles with more than one track width the average is
used; for axles with dual wheels, the outer wheels are used when calculating
"T") and H = height of the center of gravity of the vehicle.

3. Application for approval

3.1. The application for approval of a vehicle type with regard to ESC shall be
submitted by the vehicle manufacturer or by his duly accredited
representative.
3.2. It shall be accompanied by the under-mentioned documents in triplicate and
by the following particulars:
3.2.1. A description of the vehicle type with regard to the items specified in
paragraph 2.2. above. The numbers and/or symbols identifying the vehicle
type and the engine type shall be specified;

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3.2.2. A list of the components, duly identified, constituting the ESC system;
3.2.3. A diagram of the assembled ESC system and an indication of the position of
its components on the vehicle;
3.2.4. Detailed drawings of each component to enable it to be easily located and
identified.
3.3. A vehicle, representative of the vehicle type to be approved, shall be
submitted to the Technical Service conducting the approval tests.

4. Approval
4.1. If the vehicle type submitted for approval pursuant to this Regulation meets
the requirements of paragraphs 5., 6. and 7. below, approval of that vehicle
type shall be granted.
4.2. An approval number shall be assigned to each type approved, its first two
digits shall indicate the series of amendments incorporating the most recent
major technical amendments made to the regulation at the time of issue of the
approval. The same Contracting Party shall not assign the same number to
another vehicle type with regard to electronic stability control.
4.3. Notice of approval or of refusal of approval of a vehicle type pursuant to this
Regulation shall be communicated to the Contracting Parties to the
Agreement which apply this Regulation by means of a form conforming to
the model in Annex 1 to this Regulation and of a summary of the information
contained in the documents referred to in paragraphs 3.2.1. to 3.2.4. above,
the drawings supplied by the applicant for approval being in a format not
exceeding A4 (210 x 297 mm), or folded to that format, and on an
appropriate scale.
4.4. 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 consisting of:
4.4.1. A circle surrounding the letter "E" followed by the distinguishing number of
the country which has granted approval,3 and of
4.4.2. The number of this Regulation, followed by the letter "R", a dash and the
approval number to the right of the circle prescribed in paragraph 4.4.1.
above.
4.5. If the vehicle conforms to a vehicle type approved under one or more other
regulations, annexed to the Agreement, in the country which has granted
approval under this Regulation, the symbol prescribed in paragraph 4.4.1.
above, need not be repeated; in such a case, the regulation and approval
numbers and the additional symbols of all the regulations under which
approval has been granted in the country which has granted approval under
this Regulation shall be placed in vertical columns to the right of the symbol
prescribed in paragraph 4.4.1. above.

3
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. 4, Annex 3 -
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4.6. The approval mark shall be clearly legible and be indelible.

4.7. The approval mark shall be placed close to or on the vehicle data plate.
4.8. Annex 1 to this Regulation gives examples of arrangements of approval
marks.

5. General requirements
5.1. Vehicles equipped with an ESC shall meet the functional requirements
specified in paragraph 6. and the performance requirements in paragraph 7.
under the test procedures specified in paragraph 9. and under the test
conditions specified in paragraph 8. of this Regulation.
5.1.1. As an alternative to the requirements of paragraph 5.1., vehicles of categories
M1 and N1 with a mass in running order of more than 1,735 kg may be
equipped with a vehicle stability function which includes roll-over control
and directional control and meets the technical requirements and transitional
provisions of Regulation No. 13, Annex 21. These vehicles do not need to
meet the functional requirements specified in paragraph 6. and the
performance requirements specified in paragraph 7. under the test procedures
specified in paragraph 9. and under the test conditions specified in
paragraph 8. of this Regulation.
5.2. The ESC shall be so designed, constructed and fitted as to enable the vehicle
in normal use, despite the vibration to which it may be subjected, to comply
with the provisions of this Regulation.
5.3. In particular, the ESC shall be so designed, constructed and fitted as to be
able to resist the corroding and ageing phenomena to which it is exposed.
5.4. The effectiveness of the ESC shall not be adversely affected by magnetic or
electrical fields. This shall be demonstrated by fulfilling the technical
requirements and respecting the transitional provisions of Regulation No. 10
by applying:
(a) The 03 series of amendments for vehicles without a coupling system
for charging the Rechargeable Electric Energy Storage System
(traction batteries);
(b) The 04 series of amendments for vehicles with a coupling system for
charging the Rechargeable Electric Energy Storage System (traction
batteries).
5.5. The assessment of the safety aspects of ESC, with respect to its direct effect
on the braking system, shall be included in the overall safety assessment of
the braking system as specified in Regulation No. 13-H requirements
associated with complex electronic control systems. This is deemed to be
fulfilled on the presentation of a Regulation No. 13-H certificate which
includes the ESC system to be approved.
5.6. Provisions for the periodic technical inspection of ESC systems
5.6.1. It shall be possible at a periodic technical inspection to confirm the correct
operational status by visual observation of the warning signals following a
power-on.

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5.6.2. At the time of type approval, the means implemented to protect against
simple unauthorized modification of the operation of the warning signals
shall be confidentially outlined. Alternatively, this protection requirement is
fulfilled when a secondary means of checking the correct operational status is
available.

6. Functional requirements
Each vehicle submitted for approval pursuant to this Regulation shall be
equipped with an Electronic Stability Control (ESC) system that:
6.1. Is capable of applying braking torques individually to all four wheels 4 and
has a control algorithm that utilizes this capability;
6.2. Is operational over the full speed range of the vehicle, during all phases of
driving including acceleration, coasting, and deceleration (including braking),
except:
6.2.1. When the driver has disabled ESC;
6.2.2. When the vehicle speed is below 20 km/h;
6.2.3. While the initial start-up self-test and plausibility checks are completed, not
to exceed two minutes when driven under the conditions of paragraph
9.10.2.;
6.2.4. When the vehicle is being driven in reverse.
6.3. Remains capable of activation even if the antilock braking system or traction
control system is also activated.

7. Performance requirements
During each test performed under the test conditions of paragraph 8. and the
test procedure of paragraph. 9.9., the vehicle with the ESC system engaged
shall satisfy the directional stability criteria of paragraphs 7.1. and 7.2., and it
shall satisfy the responsiveness criterion of paragraph 7.3. during each of
those tests conducted with a commanded steering wheel 5 angle of 5A or
greater but limited as per paragraph 9.9.4., where A is the steering wheel
angle computed in paragraph 9.6.1.
Where a vehicle has been physically tested in accordance with paragraph 8.,
the compliance of versions or variants of that same vehicle type may be
demonstrated by a computer simulation, which respects the test conditions of
paragraph 8. and the test procedure of paragraph 9.9. The use of the simulator
is defined in Annex 1 to this Regulation.

4
An axle group shall be treated as a single axle and dual wheels shall be treated as a single wheel.
5
The text in this Regulation assumes that the vehicle steering is controlled by means of a steering
wheel. Vehicles using other types of steering control may also be approved to this annex provided the
manufacturer is able to demonstrate to the Technical Service that the performance requirements of
this Regulation can be met using equivalent steering inputs to the steering inputs stipulated under
paragraph 7. of this Regulation.

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7.1. The yaw rate measured 1 second after completion of the Sine with Dwell
steering input (time T 0 + 1 in Figure 1) shall not exceed 35 per cent of the first
peak value of yaw rate recorded after the steering wheel angle changes sign
(between first and second peaks) ( in Figure 1) during the same test run.
Figure 1
Steering wheel position and yaw velocity information used to assess lateral stability

7.2. The yaw rate measured 1.75 seconds after completion of the Sine with Dwell
steering input shall not exceed twenty per cent 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.
7.3. The lateral displacement of the vehicle centre of gravity with respect to its
initial straight path shall be at least 1.83 m for vehicles with a GVM
of 3,500 kg or less, and 1.52 m for vehicles with a maximum mass greater
than 3,500 kg when computed 1.07 seconds after the Beginning of Steer
(BOS). BOS is defined in paragraph 9.11.6.
7.3.1. The computation of lateral displacement is performed using double
integration with respect to time of the measurement of lateral acceleration at
the vehicle centre of gravity, as expressed by the formula:

Lateral Displacement   a y C.G. dt

An alternative measuring method may be allowed for type approval testing,

provided it demonstrates at least an equivalent level of precision as the
double integration method.

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7.3.2. Time t = 0 for the integration operation is the instant of steering initiation,
known as the Beginning of Steer (BOS). BOS is defined in paragraph 9.11.6.
7.4. 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.
7.4.1. The ESC malfunction tell-tale:
7.4.1.1. Shall fulfil the relevant technical requirements of Regulation No. 121;
7.4.1.2. Except as provided in paragraph 7.4.1.3., the ESC malfunction tell-tale shall
illuminate when a malfunction exists and shall remain continuously
illuminated under the conditions specified in paragraph 7.4. for as long as the
malfunction exists, whenever the ignition locking system is in the "On"
("Run") position;
7.4.1.3. Except as provided in paragraph 7.4.2., each ESC malfunction tell-tale shall
be activated as a check of lamp function either when the ignition locking
system is turned to the "On" ("Run") position when the engine is not running,
or when the ignition locking system is in a position between "On" ("Run")
and "Start" that is designated by the manufacturer as a check position;
7.4.1.4. Shall extinguish at the next ignition cycle after the malfunction has been
corrected in accordance with paragraph 9.10.4.;
7.4.1.5. 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.
7.4.2. The ESC malfunction tell-tale need not be activated when a starter interlock
is in operation.
7.4.3. The requirement of paragraph 7.4.1.3. does not apply to tell-tales shown in a
common space.
7.4.4. 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 7.4.1.5.)
7.5. ESC Off and other system controls
The manufacturer may include an "ESC Off" control, which shall be
illuminated when the vehicle's headlamps are activated, and which has a
purpose to place the ESC system in a mode in which it will no longer satisfy
the performance requirements of paragraphs 7., 7.1., 7.2. and 7.3.
Manufacturers may also provide controls for other systems that have an
ancillary effect upon ESC operation. Controls of either kind that place the
ESC system in a mode in which it may no longer satisfy the performance
requirements of paragraphs 7., 7.1., 7.2. and 7.3. are permitted, provided that
the system also meets the requirements of paragraphs 7.5.1., 7.5.2. and 7.5.3.
7.5.1. The vehicle's ESC system shall always return to the manufacturer's original
default mode that satisfies the requirements of paragraphs 6. and 7. at the
initiation of each new ignition cycle, regardless of what mode the driver had
previously selected. However, the vehicle's ESC system need not return to a

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mode that satisfies the requirements of paragraphs 7. through 7.3. at the

initiation of each new ignition cycle if:
7.5.1.1. The vehicle is in a four-wheel drive configuration which 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 1.6, selected by the driver for low-speed, off-road driving; or
7.5.1.2. The vehicle is in a four-wheel drive configuration selected by the driver that
is designed for operation at higher speeds on snow-, sand-, or dirt-packed
roads and that has the effect of locking the drive gears at the front and rear
axles together, provided that in this mode the vehicle meets the stability
performance requirements of paragraphs 7.1. and 7.2. under the test
conditions specified in paragraph 8. However, if the system has more than
one ESC mode that satisfies the requirements of paragraphs 7.1. and 7.2.
within the drive configuration selected for the previous ignition cycle, the
ESC shall return to the manufacturer's original default ESC mode for that
drive configuration at the initiation of each new ignition cycle.
7.5.2. A control, whose only purpose is to place the ESC system in a mode in which
it will no longer satisfy the performance requirements of paragraphs 7., 7.1.,
7.2. and 7.3., shall fulfil the relevant technical requirements of Regulation
No. 121.
7.5.3. A control for an ESC system whose purpose is to place the ESC system in
different modes, at least one of which may no longer satisfy the performance
requirements of paragraphs 7., 7.1., 7.2., and 7.3., shall fulfil the relevant
technical requirements of Regulation No. 121.
Alternatively, in the case where the ESC system mode is controlled by a
multi-functional control, the driver display shall identify clearly to the driver
the control position for this mode using the "off" symbol for electronic
stability control system as defined in Regulation No. 121.
7.5.4. A control for another system that has the ancillary effect of placing the ESC
system in a mode in which it no longer satisfies the performance
requirements of paragraphs 7., 7.1., 7.2. and 7.3. need not be identified by the
"ESC Off" symbol of paragraph 7.5.2.
7.6. ESC Off tell-tale
If the manufacturer elects to install a control to turn off or reduce the
performance of the ESC system under paragraph 7.5., the tell-tale
requirements of paragraphs 7.6.1. to 7.6.4. shall be met in order to alert the
driver to the inhibited or reduced state of ESC system functionality. This
requirement does not apply for the driver-selected mode referred to in
paragraph 7.5.1.2.
7.6.1. The vehicle manufacturer shall provide a tell-tale indicating that the vehicle
has been put into a mode that renders it unable to satisfy the requirements of
paragraphs 7., 7.1., 7.2. and 7.3., if such a mode is provided.
7.6.2. The "ESC Off" tell-tale:
7.6.2.1. Shall fulfil the relevant technical requirements of Regulation No. 121.
7.6.2.2. Shall remain continuously illuminated for as long as the ESC is in a mode
that renders it unable to satisfy the requirements of paragraphs 7., 7.1., 7.2.
and 7.3;

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7.6.2.3. Except as provided in paragraphs 7.6.3. and 7.6.4. each "ESC Off" tell-tale
shall be activated as a check of lamp function either when the ignition
locking system is turned to the "On" ("Run") position when the engine is not
running, or when the ignition locking system is in a position between "On"
("Run") and "Start" that is designated by the manufacturer as a check
position.
7.6.2.4. Shall extinguish after the ESC system has been returned to the
manufacturer’s original default mode.
7.6.3. The "ESC Off" tell-tale need not be activated when a starter interlock is in
operation.
7.6.4. The requirement of paragraph 7.6.2.3. of this section does not apply to tell-
tales shown in a common space.
7.6.5. The manufacturer may use the "ESC Off" tell-tale to indicate an ESC level of
function other than the manufacturer’s original default mode even if the
vehicle would meet paragraphs 7., 7.1., 7.2. and 7.3. of this section at that
level of ESC function.
7.7. ESC system technical documentation
The documentation package shall, as confirmation that the vehicle is
equipped with an ESC system that meets the definition of an "ESC System"
as in paragraph 2.7. to this Regulation, include the vehicle manufacturer's
documentation as specified in paragraphs 7.7.1. to 7.7.4. below.
7.7.1. System diagram identifying all ESC system hardware. The diagram shall
identify those components that are used to generate brake torques at each
wheel, determine vehicle yaw rate, estimated side-slip or the side-slip
derivative and driver steering inputs.
7.7.2. A brief written explanation sufficient to describe the ESC system's basic
operational characteristics. This explanation shall include the outline
description of the system's capability to apply braking torques at each wheel
and how the system modifies propulsion torque during ESC system
activation, and show that the vehicle yaw rate is directly determined even
under the conditions where no wheel speed information is available. The
explanation shall also specify 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.
7.7.3. Logic diagram. This diagram supports the explanation provided under
paragraph 7.7.2.
7.7.4. Understeer information. An outline description of the pertinent inputs to the
computer that control ESC system hardware and how they are used to limit
vehicle understeer.

8. Test conditions
8.1. Ambient conditions
8.1.1. The ambient temperature is between 0 °C and 45 °C.
8.1.2. The maximum wind speed is no greater than 10 m/s for vehicles with
SSF > 1.25, and 5 m/s for vehicles with SSF ≤ 1.25.

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8.2. Road test surface

8.2.1. Tests are conducted on a dry, uniform, solid-paved surface. Surfaces with
irregularities and undulations, such as dips and large cracks, are unsuitable.
8.2.2. The road test surface has a nominal6 peak braking coefficient (PBC) of 0.9,
unless otherwise specified, when measured using either:
8.2.2.1. The American Society for Testing and Materials (ASTM) E1136 standard
reference test tyre, in accordance with ASTM Method E1337-90, at a speed
of 40 mph; or
8.2.2.2. The k-test method specified in Appendix 2 to Annex 6 of Regulation No. 13-H.
8.2.3. The test surface has a consistent slope between level and 1 per cent.
8.3. Vehicle conditions
8.3.1. The ESC system is enabled for all testing.
8.3.2. Vehicle mass. The vehicle is loaded with the fuel tank filled to at least 90 per
cent of capacity, and a total interior load of 168 kg comprised of the test
driver, approximately 59 kg of test equipment (automated steering machine,
data acquisition system and the power supply for the steering machine), and
ballast as required to make up for any shortfall in the weight of test drivers
and test equipment. Where required, ballast shall be placed on the floor
behind the passenger front seat or if necessary in the front passenger foot well
area. All ballast shall be secured in a way that prevents it from becoming
dislodged during testing.
8.3.3. Tyres. The tyres are inflated to the vehicle manufacturer's recommended cold
inflation pressure(s) e.g. as specified on the vehicle's placard or the tyre
inflation pressure label. Tubes may be installed to prevent tyre de-beading.
8.3.4. Outriggers. Outriggers may be used for testing if deemed necessary for test
drivers' safety. In this case, the following applies for vehicles with a Static
Stability Factor (SSF) ≤ 1.25:
8.3.4.1. Vehicles with a mass in running order under 1,588 kg shall be equipped with
"lightweight" outriggers. Lightweight outriggers shall be designed with a
maximum mass of 27 kg and a maximum roll moment of inertia of 27 kg∙m2.
8.3.4.2. Vehicles with a mass in running order between 1,588 kg and 2,722 kg shall
be equipped with "standard" outriggers. Standard outriggers shall be designed
with a maximum mass of 32 kg and a maximum roll moment of inertia
of 35.9 kg∙m2.
8.3.4.3. Vehicles with a mass in running order equal to or greater than 2,722 kg shall be
equipped with "heavy" outriggers. Heavy outriggers shall be designed with a
maximum mass of 39 kg and a maximum roll moment of inertia of 40.7 kg∙m2.
8.3.5. Automated steering machine. A steering robot programmed to execute the
required steering pattern shall be used in paragraphs 9.5.2., 9.5.3., 9.6.
and 9.9. The steering machine shall be capable of supplying steering torques
between 40 to 60 Nm. The steering machine shall be able to apply these
torques when operating with steering wheel velocities up to 1,200 degrees per
second.

6
The "nominal" value is understood as being the theoretical target value.

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9. Test Procedure
9.1. Inflate the vehicles' tyres to the manufacturer's recommended cold inflation
pressure(s) e.g. as provided on the vehicle's placard or the tyre inflation
pressure label.
9.2. Tell-tale bulb check. With the vehicle stationary and the ignition locking
system in the "Lock" or "Off" position, switch the ignition to the "On"
("Run") position or, where applicable, the appropriate position for the lamp
check. The ESC malfunction tell-tale shall be illuminated as a check of lamp
function, as specified in paragraph 7.4.1.3., and if equipped, the "ESC Off"
tell-tale shall also be illuminated as a check of lamp function, as specified in
paragraph 7.6.2.3. The tell-tale bulb check is not required for a tell-tale
shown in a common space as specified in paragraphs 7.4.3. and 7.6.4.
9.3. "ESC Off" control check. For vehicles equipped with an "ESC Off" control,
with the vehicle stationary and the ignition locking system in the "Lock" or
"Off" position, switch the ignition locking system to the "On" ("Run")
position. Activate the "ESC Off" control and verify that the "ESC Off" tell-
tale is illuminated, as specified in paragraph 7.6.2. Turn the ignition locking
system to the "Lock" or "Off" position. Again, switch the ignition locking
system to the "On" ("Run") position and verify that the "ESC Off" tell-tale
has extinguished indicating that the ESC system has been restored as
specified in paragraph 7.5.1.
9.4. Brake conditioning
Condition the vehicle brakes in the manner described in paragraphs 9.4.1.
to 9.4.4.
9.4.1. Ten stops are performed from a speed of 56 km/h, with an average
deceleration of approximately 0.5g.
9.4.2. Immediately following the series of ten 56 km/h stops, three additional stops
are performed from 72 km/h at higher deceleration.
9.4.3. When executing the stops in paragraph 9.4.2., sufficient force is applied to
the brake pedal to bring the vehicle's antilock braking system (ABS) into
operation for a majority of each braking event.
9.4.4. Following completion of the final stop in 9.4.2., the vehicle is driven at a
speed of 72 km/h for five minutes to cool the brakes.
9.5. Tyre Conditioning
Condition the tyres using the procedure of paragraphs 9.5.1. to 9.5.3. to wear
away mould sheen and achieve operating temperature immediately before
beginning the test runs of paragraphs 9.6. and 9.9.
9.5.1. The test vehicle is driven around a circle 30 meters in diameter at a speed that
produces a lateral acceleration of approximately 0.5 to 0.6g for three
clockwise laps followed by three anticlockwise laps.
9.5.2. Using a sinusoidal steering pattern at a frequency of 1 Hz, a peak steering
wheel angle amplitude corresponding to a peak lateral acceleration of 0.5 to
0.6g, and a vehicle speed of 56 km/h, the vehicle is driven through four
passes performing 10 cycles of sinusoidal steering during each pass.

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9.5.3. The steering wheel angle amplitude of the final cycle of the final pass shall
be twice that of the other cycles. The maximum time permitted between each
of the laps and passes is five minutes.
9.6. Slowly increasing steer procedure
The vehicle is subjected to two series of runs of the slowly increasing steer
test using a constant vehicle speed of 80  2 km/h and a steering pattern that
increases by 13.5 degrees per second until a lateral acceleration of
approximately 0.5g is obtained. Three repetitions are performed for each test
series. One series uses anticlockwise steering, and the other series uses
clockwise steering. The maximum time permitted between each test run is
five minutes.
9.6.1. From the slowly increasing steer tests, the quantity "A" is determined. "A" is
the steering wheel angle in degrees that produces a steady state lateral
acceleration (corrected using the methods specified in paragraph 9.11.3.)
of 0.3g for the test vehicle. Utilizing linear regression, A is calculated, to the
nearest 0.1 degrees, from each of the six slowly increasing steer tests. The
absolute value of the six A values calculated is averaged and rounded to the
nearest 0.1 degrees to produce the final quantity, A, used below.
9.7. After the quantity A has been determined, without replacing the tyres, the
tyre conditioning procedure described in paragraph 9.5. is performed again
immediately prior to conducting the Sine with Dwell test of paragraph 9.9.
Initiation of the first Sine with Dwell test series shall begin within two hours
after completion of the slowly increasing steer tests of paragraph 9.6.
9.8. Check that the ESC system is enabled by ensuring that the ESC malfunction
and "ESC Off" (if provided) tell-tales are not illuminated.
9.9. Sine with Dwell test of oversteer intervention and responsiveness
The vehicle is subjected to two series of test runs using a steering pattern of a
sine wave at 0.7 Hz frequency with a 500 ms delay beginning at the second
peak amplitude as shown in Figure 2 (the Sine with Dwell tests). One series
uses anticlockwise steering for the first half cycle, and the other series uses
clockwise steering for the first half cycle. The vehicle is allowed to cool-
down between each test runs for a period of 1.5 to 5 minutes, with the vehicle
stationary.
Figure 2
Sine with Dwell
Steering Wheel Angle

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9.9.1. The steering motion is initiated with the vehicle coasting in high gear
at 80 ± 2 km/h.
9.9.2. The steering amplitude for the initial run of each series is 1.5 A, where A is
the steering wheel angle determined in paragraph 9.6.1.
9.9.3. In each series of test runs, the steering amplitude is increased from run to run,
by 0.5 A, provided that no such run will result in a steering amplitude greater
than that of the final run specified in paragraph 9.9.4.
9.9.4. The steering amplitude of the final run in each series is the greater of 6.5 A
or 270 degrees, provided the calculated magnitude of 6.5 A is less than or
equal to 300 degrees. If any 0.5 A increment, up to 6.5 A, is greater
than 300 degrees, the steering amplitude of the final run shall be 300 degrees.
9.9.5. Upon completion of the two series of test runs, post processing of yaw rate
and lateral acceleration data is done as specified in paragraph 9.11.
9.10. ESC malfunction detection
9.10.1. Simulate one or more ESC malfunction(s) by disconnecting the power source
to any ESC component, or disconnecting any electrical connection between
ESC components (with the vehicle power off). When simulating an ESC
malfunction, the electrical connections for the tell-tale lamp(s) and/or
optional ESC system control(s) are not to be disconnected.
9.10.2. With the vehicle initially stationary and the ignition locking system in the
"Lock" or "Off" position, switch the ignition locking system to the "Start"
position and start the engine. Drive the vehicle forward to obtain a vehicle
speed of 48 ± 8 km/h. 30 seconds, at the latest, after the engine has been
started and within the next two minutes at this speed, conduct at least one left
and one right smooth turning manoeuvre without losing directional stability
and one brake application. Verify that the ESC malfunction indicator
illuminates in accordance with paragraph 7.4. by the end of these
manoeuvres.
9.10.3. Stop the vehicle, switch the ignition locking system to the "Off" or "Lock"
position. After a five-minute period, switch the vehicle's ignition locking
system to the "Start" position and start the engine. Verify that the ESC
malfunction indicator again illuminates to signal a malfunction and remains
illuminated as long as the engine is running or until the fault is corrected.
9.10.4. Switch the ignition locking system to the "Off" or "Lock" position. Restore
the ESC system to normal operation, switch the ignition system to the "Start"
position and start the engine. Re-perform the manoeuvre described in
paragraph 9.10.2. and verify that the tell-tale has extinguished within this
time or immediately afterwards.
9.11. Post data processing – calculations for performance metrics
Yaw rate and lateral displacement measurements and calculations shall be
processed utilizing the techniques specified in paragraphs 9.11.1. to 9.11.8.
9.11.1. Raw steering wheel angle data is filtered with a 12-pole phaseless
Butterworth filter and a cut-off frequency of 10 Hz. The filtered data is then
zeroed to remove sensor offset utilizing static pre-test data.
9.11.2. Raw yaw rate data is filtered with a 12-pole phaseless Butterworth filter and a
cut-off frequency of 6 Hz. The filtered data is then zeroed to remove sensor
offset utilizing static pre-test data.

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9.11.3. Raw lateral acceleration data is filtered with a 12-pole phaseless Butterworth
filter and a cut-off frequency of 6 Hz. The filtered data is then zeroed to
remove sensor offset utilizing static pre-test data. The lateral acceleration
data at the vehicle centre of gravity is determined by removing the effects
caused by vehicle body roll and by correcting for sensor placement via the
use of coordinate transformation. For data collection, the lateral
accelerometer shall be located as close as possible to the position of the
vehicle's longitudinal and lateral centres of gravity.
9.11.4. Steering wheel velocity is determined by differentiating the filtered steering
wheel angle data. The steering wheel velocity data is then filtered with a
moving 0.1 second running average filter.
9.11.5. Lateral acceleration, yaw rate and steering wheel angle data channels are
zeroed utilizing a defined "zeroing range." The methods used to establish the
zeroing range are defined in paragraphs 9.11.5.1. and 9.11.5.2.
9.11.5.1. Using the steering wheel rate data calculated using the methods described in
paragraph 9.11.4., the first instant that the steering wheel rate
exceeds 75 deg/sec is identified. From this point, steering wheel rate shall
remain greater than 75 deg/sec for at least 200 ms. If the second condition is
not met, the next instant that the steering wheel rate exceeds 75 deg/sec is
identified and the 200 ms validity check applied. This iterative process
continues until both conditions are ultimately satisfied.
9.11.5.2. The "zeroing range" is defined as the 1.0 second time period prior to the instant
the steering wheel rate exceeds 75 deg/sec (i.e. the instant the steering wheel
velocity exceeds 75 deg/sec defines the end of the "zeroing range").
9.11.6. The Beginning of Steer (BOS) is defined as the first instance when the
filtered and zeroed steering wheel angle data reaches -5 degrees (when the
initial steering input is anticlockwise) or +5 degrees (when the initial steering
input is clockwise) after a time defining the end of the "zeroing range." The
value for time at the BOS is interpolated.
9.11.7. The Completion of Steer (COS) is defined as the time the steering wheel angle
returns to zero at the completion of the Sine with Dwell steering manoeuvre.
The value for time at the zero degree steering wheel angle is interpolated.
9.11.8. The second peak yaw rate is defined as the first local yaw rate peak produced
by the reversal of the steering wheel. The yaw rates at 1.000
and 1.750 seconds after COS are determined by interpolation.
9.11.9. Determine lateral velocity by integrating corrected, filtered and zeroed lateral
acceleration data. Zero lateral velocity at the BOS point. Determine lateral
displacement by integrating zeroed lateral velocity. Zero lateral displacement
at the BOS point. The lateral displacement measurement is made
at 1.07 seconds after BOS point and is determined by interpolation.

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10. Modification of vehicle type or ESC system and

extension of approval
10.1. Every modification to an existing vehicle type shall be notified to the Type
Approval Authority which approved the vehicle type.
The Authority shall then either:
(a) Decide, in consultation with the manufacturer, that a new type-approval
is to be granted; or
(b) Apply the procedure contained in paragraph 10.1.1. (Revision) and, if
applicable, the procedure contained in paragraph 10.1.2. (Extension).
10.1.1. Revision
When particulars recorded in the information documents have changed and the
Type Approval Authority considers that the modifications made are unlikely to
have appreciable adverse effects and that in any case the foot controls still meet
the requirements, the modification shall be designated a "revision".
In such a case, the Type Approval Authority shall issue the revised pages of
the information documents as necessary, marking each revised page to show
clearly the nature of the modification and the date of re-issue. A
consolidated, updated version of the information documents, accompanied
by a detailed description of the modification, shall be deemed to meet this
requirement.
10.1.2. Extension
The modification shall be designated an "extension" if, in addition to the
change of the particulars recorded in the information documents,
(a) Frther inspections or tests are required; or
(b) Any information on the communication document (with the exception
of its attachments) has changed; or
(c) Approval to a later series of amendments is requested after its entry into
force.
10.2. Confirmation or refusal of approval, specifying the alteration, shall be
communicated by the procedure specified in paragraph 4.3. above to the
Contracting Parties to the Agreement applying this Regulation. In addition, the
index to the information documents and to the test reports, attached to the
communication document of Annex 1, shall be amended accordingly to show
the date of the most recent revision or extension.
10.3. The competent authority issuing the extension of approval shall assign a serial
number to each communication form drawn up for such an extension."

11. Conformity of production

The conformity of production procedures shall comply with those set out in
the Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2) with the
following requirements:
11.1. A vehicle approved to this Regulation shall be so manufactured as to conform
to the type approved by meeting the requirements set forth in paragraphs 5.,
6. and 7. above.

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11.2. The Type Approval Authority which has granted type approval may at any
time verify the conformity control methods applied in each production
facility. The normal frequency of these verifications shall be once every two
years.

12. Penalties for non-conformity of production

12.1. The approval granted in respect of a vehicle type pursuant to this Regulation
may be withdrawn if the requirements laid down in paragraph 8.1. above are
not complied with.
12.2. If a Contracting Party to the Agreement which applies this Regulation
withdraws an approval it has previously granted, it shall forthwith so notify
the other Contracting Parties applying this Regulation by means of a copy of
the communication form conforming to the model in Annex 1 to this
Regulation.

13. Production definitively discontinued

If the holder of the approval completely ceases to manufacture a type of
vehicle approved in accordance with this Regulation, he shall so inform the
Authority which granted the approval. Upon receiving the relevant
communication, that Authority shall inform thereof the other Contracting
Parties to the Agreement applying this Regulation by means of copies of a
communication form conforming to the model in Annex 5 to this Regulation.

14. Names and addresses of the Technical Services

conducting approval tests, and of Type Approval
Authorities
The Contracting Parties to the Agreement applying this Regulation shall
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, issued in other
countries, are to be sent.

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Annex 1

Annex 1

Communication
(Maximum format: A4 (210 x 297 mm))

issued by : Name of administration:

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

Concerning:2 Approval granted

Approval extended
Approval refused
Approval withdrawn
Production definitively discontinued
of a vehicle type with regard to ESC, pursuant to Regulation No. 140
Approval No. Extension No.
1. Trade name or mark of the vehicle .........................................................................
2. Vehicle type ...........................................................................................................
3. Manufacturer's name and address ..........................................................................
4. If applicable, name and address of manufacturer's representative .........................
................................................................................................................................
5. Mass of vehicle ......................................................................................................
5.1. Maximum mass of vehicle .....................................................................................
5.2. Minimum mass of vehicle ......................................................................................
6. Distribution of mass of each axle (maximum value) ..............................................
8. Engine type ............................................................................................................
9. Number and ratios of gears ....................................................................................
10. Final drive ratio(s) ..................................................................................................
11. If applicable, maximum mass of trailer which may be coupled .............................
11.1. Unbraked trailer .....................................................................................................
12. Tyre dimension ......................................................................................................

1
Distinguishing number of the country which has granted/extended/refused/withdrawn approval (see
provisions in the regulation).
2
Strike out what does not apply.

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Annex 1

13. Maximum design speed .........................................................................................

14. Brief description of braking equipment .................................................................
15. Mass of vehicle when tested: .................................................................................
Load
(kg)
Axle No. 1
Axle No. 2
Total

20. (Reserved)
21. The ESC system has been tested according to and fulfils the
requirements of this Regulation ............................................................ Yes / No2
or: The vehicle stability function has been tested according to and fulfils the
requirements of Annex 21 to Regulation No. 13 ..................................... Yes / No2
23. Vehicle submitted for approval on [date] ................................................................
24. Technical Service responsible for conducting approval .........................................
25. Date of report issued by that Service .....................................................................
26. Number of report issued by that Service .................................................................
27. Approval granted / refused / extended / withdrawn2
28. Position of approval mark on the vehicle ................................................................
29. Place ........................................................................................................................
30. Date .........................................................................................................................
31. Signature .................................................................................................................
32. The summary referred to in paragraph 4.3. of this Regulation is annexed to this
communication

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Annex 2

Annex 2

Arrangements of approval marks

Model A
(See paragraph 4.4. of this Regulation)

140

The above approval mark affixed to a vehicle shows that the vehicle type concerned
has been approved in Belgium (E 6) with regard to the Electronic Stability Control pursuant
to Regulation No. 140. The first two digits of the approval number indicate that the
approval was granted in accordance with the requirements of Regulation No. 140 in its
original form.
Model B
(See paragraph 4.5. of this Regulation)

a
aa a
2 E6 a
2 140 002439 a
3
2 3 a
2 24 1.30 021628 a
3

a = 8 mm min.
The above approval mark affixed to a vehicle shows that the vehicle type concerned
has been approved in Belgium (E 6) pursuant to Regulations Nos. 140 and 24.1 (In the case
of the latter Regulation the corrected absorption coefficient is 1.30 m-1). The approval
numbers indicate that, at the dates when the respective approvals were given, Regulation
No. 140 was in its original form and Regulation No. 24 included the 02 series of
amendments.

1
This number is given merely as an example.

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Annex 3

Annex 3

Use of the dynamic stability simulation

The effectiveness of the electronic stability control system may be
determined by computer simulation.
1. Use of the simulation
1.1. The vehicle stability function shall be demonstrated by the vehicle
manufacturer to the Type Approval Authority or Technical Service by
simulating the dynamic manoeuvres of paragraph 9.9. of this Regulation.
1.2. The simulation shall be a means whereby the vehicle stability performance
shall be demonstrated with:
(a) The yaw rate, one second after completion of the Sine with Dwell
steering input (time T0 + 1);
(b) The yaw rate, 1.75 seconds after completion of the Sine with Dwell
steering input;
(c) The lateral displacement of the vehicle centre of gravity with respect
to its initial straight path.
1.3. The simulation shall be carried out with a validated modelling and simulation
tool and using the dynamic manoeuvres of paragraph 9.9. of this Regulation
under the test conditions of paragraph 8. of this Regulation.
The method by which the simulation tool is validated is given in Annex 4 to
this Regulation.

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Annex 4

Annex 4

Dynamic stability simulation tool and its validation

1. Specification of the simulation tool
1.1. The simulation method shall take into account the main factors which
influence the directional and roll motion of the vehicle. A typical model may
include the following vehicle parameters in an explicit or implicit form:
(a) Axle/wheel;
(b) Suspension;
(c) Tyre;
(d) Chassis/vehicle body;
(e) Power train/driveline, if applicable;
(f) Brake system;
(g) Pay load.
1.2. The Vehicle Stability Function shall be added to the simulation model by
means of:
(a) A subsystem (software model) of the simulation tool; or
(b) The electronic control box in a hardware-in-the-loop configuration.
2. Validation of the simulation tool
2.1. The validity of the applied modelling and simulation tool shall be verified by
means of comparisons with practical vehicle tests. The tests utilised for the
validation shall be the dynamic manoeuvres of paragraph 9.9. of this
Regulation.
During the tests, the following motion variables, as appropriate, shall be
recorded or calculated in accordance with ISO 15037 Part 1:2005: General
conditions for passenger cars or Part 2:2002: General conditions for heavy
vehicles and buses (depending on the vehicle category):
(a) Steering-wheel angle (H);
(b) Longitudinal velocity (vX);
(c) Sideslip angle () or lateral velocity (vY);(optional);
(d) Longitudinal acceleration (aX); (optional);
(e) Lateral acceleration (aY);
(f) Yaw velocity (d/dt);
(g) Roll velocity (d/dt);
(h) Pitch velocity (d/dt);
(i) Roll angle ();
(j) Pitch angle ().

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Annex 4

2.2. The objective is to show that the simulated vehicle behaviour and operation
of the vehicle stability function is comparable with that seen in practical
vehicle tests.
2.3. The simulator shall be deemed to be validated when its output is comparable
to the practical test results produced by a given vehicle type during the
dynamic manoeuvres of paragraph 9.9. of this Regulation. The relationship of
activation and sequence of the vehicle stability function in the simulation and
in the practical vehicle test shall be the means of making the comparison.
2.4. The physical parameters that are different between the reference vehicle and
simulated vehicle configurations shall be modified accordingly in the
simulation.
2.5. A simulator test report shall be produced, a model of which is defined in
Annex 5 to this Regulation, and a copy attached to the vehicle approval
report.

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Annex 5

Annex 5

Vehicle stability function simulation tool test report

Test Report Number: ...............................................................................................................
1. Identification
1.1. Name and address of the simulation tool manufacturer .....................................
1.2. Simulation tool identification: name/model/number (hardware and software) .
...........................................................................................................................
2. Scope of application
2.1. Vehicle type: ......................................................................................................
2.2. Vehicle configurations: ......................................................................................
3. Verifying vehicle test
3.1. Description of vehicle(s): ..................................................................................
3.1.1. Vehicle(s) identification: make/model/VIN ......................................................
3.1.2. Vehicle description, including suspension/wheels, engine and drive line,
braking system(s), steering system, with name/model/number identification: ..
...........................................................................................................................
3.1.3. Vehicle data used in the simulation (explicit):...................................................
3.2. Description of location(s), road/test area surface conditions, temperature and
date(s): ...............................................................................................................
3.3. Results with the vehicle stability function switched on and off, including the
motion variables referred to in Annex 4, paragraph 2.1. as appropriate: ...........
4. Simulation results
4.1. Vehicle parameters and the values used in the simulation that are not taken
from the actual test vehicle (implicit): ...............................................................
4.2. Yaw stability and lateral displacement according to paragraphs 7.1. to 7.3. of
this Regulation: ..................................................................................................
5. This test has been carried out and the results reported in accordance with
Annex 4 to Regulation No. 140.
Technical Service conducting the test1 .............................................................
Signed: .................................. Date: ......................................
1
Approval Authority .........................................................................................
Signed: .................................. Date: ......................................

1
To be signed by different persons if the Technical Service and the Type Approval Authority is the
same organization.

26