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PLEASE DO NOT RETURN YOUR FORM TO THE ABOVE ADDRESS.
1. REPORT DATE (DD-MM-YYYY) 2. REPORT TYPE 3. DATES COVERED (From - To)
01-10-2018 Final
4. TITLE AND SUBTITLE 5a. CONTRACT NUMBER
Test Operations Procedure (TOP)
02-2-718A Electronic Stability Control 5b. GRANT NUMBER

5c. PROGRAM ELEMENT NUMBER

6. AUTHORS 5d. PROJECT NUMBER

5e. TASK NUMBER

5f. WORK UNIT NUMBER

7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) 8. PERFORMING ORGANIZATION

Automotive Directorate (TEDT-AT-AD) REPORT NUMBER
U.S. Army Aberdeen Test Center TOP 02-2-718A
400 Colleran Road
Aberdeen Proving Ground, MD 21005
9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES) 10. SPONSOR/MONITOR’S
Policy and Standardization Division (CSTE-TM) ACRONYM(S)
U.S. Army Test and Evaluation Command
6617 Aberdeen Boulevard 11. SPONSOR/MONITOR’S REPORT
Aberdeen Proving Ground, MD 21005-5001 NUMBER(S)
Same as item 8
12. DISTRIBUTION/AVAILABILITY STATEMENT

Distribution Statement A. Approved for public release; distribution is unlimited.

13. SUPPLEMENTARY NOTES

Defense Technical Information Center (DTIC), AD No.:

This TOP supersedes TOP 02-2-718 Electronic Stability Control, dated 5 December 2013.

Marginal notations are not used in this revision to identify changes, with respect to the previous issue, due to the extent
of the changes.
14. ABSTRACT
This TOP provides procedures for testing the electronic stability control system of wheeled vehicles over 4,536 kg
(10,000 lb). Electronic stability control systems are employed on some vehicles to mitigate understeer (plow), oversteer
(spin-out) and rollover. The test procedures include slowly increasing steer (SIS), sine with dwell (SWD), and J-Turn
test maneuvers. Test procedures to assess the function of the ESC malfunction telltale are also included.
15. SUBJECT TERMS
electronic stability control (ESC) sine-with-dwell roll stability control (RSC) oversteer
understeer J-turn ESC malfunction telltale
16. SECURITY CLASSIFICATION OF: 17. LIMITATION OF 18. NUMBER 19a. NAME OF RESPONSIBLE PERSON
ABSTRACT OF
a. REPORT B. ABSTRACT C. THIS PAGE
PAGES
Unclassified Unclassified Unclassified 19b. TELEPHONE NUMBER (include area code)
SAR 45
Standard Form 298 (Rev. 8-98)
Prescribed by ANSI Std. Z39-18
(This page is intentionally blank.)
 U.S. ARMY TEST AND EVALUATION COMMAND
TEST OPERATIONS PROCEDURE
*
Test Operations Procedure 02-2-718A 1 October 2018
DTIC AD No.
ELECTRONIC STABILITY CONTROL
Page
Paragraph 1. SCOPE ...................................................................................... 2
1.1 Purpose ...................................................................................... 2
1.2 Limitations ................................................................................ 3
2. FACILITIES AND INSTRUMENTATION ............................ 4
2.1 Facilities .................................................................................... 4
2.2 Instrumentation ......................................................................... 4
2.3 Specialized Equipment .............................................................. 5
3. REQUIRED TEST CONDITIONS .......................................... 7
3.1 Preparation for Test ................................................................... 7
3.2 Test Controls ............................................................................. 8
3.3 Restrictions ............................................................................... 9
4. TEST PROCEDURES .............................................................. 9
4.1 Background ............................................................................... 9
4.2 General Vehicle and Test Preparation ...................................... 10
4.3 Slowly Increasing Steer (SIS) Test ........................................... 10
4.4 Sine-With-Dwell (SWD) Test................................................... 14
4.5 J-Turn Test ................................................................................ 17
4.6 Electronic Stability Control (ESC) Malfunction Telltale and ...
Symbol ...................................................................................... 19
5. DATA REQUIRED .................................................................. 21
5.1 General Vehicle and Test Preparation ...................................... 21
5.2 General Test Maneuvers ........................................................... 21
5.3 Sine-With-Dwell (SWD) Test................................................... 22
5.4 J-Turn Test ................................................................................ 23
5.5 Electronic Stability Control (ESC) Malfunction Telltale and ...
Symbol ...................................................................................... 23
6. PRESENTATION OF DATA ................................................... 23
6.1 General Vehicle and Test Preparation ...................................... 23
6.2 Slowly Increasing Steer (SIS) Test ........................................... 23
6.3 Sine-With-Dwell (SWD) Test................................................... 26
6.4 J-Turn Test ................................................................................ 33
6.5 Electronic Stability Control (ESC) Malfunction Telltale and ...
Symbol ...................................................................................... 35

APPENDIX A. PRE-TEST PROCEDURES ..................................................... A-1

B. ABBREVIATIONS .................................................................. B-1
C. REFERENCES ......................................................................... C-1
D. APPROVAL AUTHORITY ..................................................... D-1
This TOP supersedes TOP 02-2-718 Electronic Stability Control, dated 5 December 2013.

Approved for public release; distribution unlimited.

TOP 02-2-718A
1 October 2018

1 SCOPE.

This Test Operations Procedure (TOP) provides standardized test procedures for evaluating the
electronic stability control (ESC) system capabilities of wheeled vehicles over 4,536 kilograms
(kg) (10,000 pounds (lb)) gross vehicle weight (GVW). The test procedures include slowly
increasing steer (SIS), sine with dwell (SWD), and J-Turn test maneuvers. Test procedures to
assess the function of the ESC malfunction telltale are also included.

1.1 Purpose.

a. Stability and handling, as an element of automotive testing, is associated with

personnel safety. Thorough testing and evaluation of vehicle ESC capabilities can help ensure
satisfactory vehicle stability, especially when taking avoidance actions during emergency
maneuvers. ESC provides the capability to mitigate severe oversteer or understeer conditions
that may lead to vehicle loss-of-control (LOC) by automatically and selectively applying brakes
to generate a yawing moment to help the driver maintain directional control of the vehicle
(Society of Automotive Engineers (SAE) J25641**). ESC systems for heavy vehicles also
provide Roll Stability Control (RSC) to mitigate on-road, un-tripped truck rollovers by
automatically decelerating the vehicle by applying the foundation brakes and reducing engine
torque output (Federal Motor Vehicle Safety Standard (FMVSS) 136)2.

b. An ESC system has the following attributes2.

(1) It augments vehicle directional stability by having the means to apply and adjust
the vehicle brake torques individually at each wheel position on at least one front and at least one
rear axle of the truck, truck tractor, or bus to induce correcting yaw moment to limit vehicle
oversteer and to limit vehicle understeer.

(2) It enhances rollover stability by having the means to apply and adjust the vehicle
brake torques individually at each wheel position on at least one front and at least one rear axle
of the truck tractor or bus to reduce lateral acceleration of a vehicle.

(3) It is computer-controlled with the computer using a closed-loop algorithm to

induce correcting yaw moment and enhance rollover stability.

(4) It has a means to determine the vehicle’s lateral acceleration.

(5) It has a means to determine the vehicle’s yaw rate and to estimate its side slip or
side slip derivative with respect to time.

(6) It has a means to estimate vehicle mass or, if applicable, combination vehicle
mass.

(7) It has a means to monitor driver steering inputs.

** Superscript numbers correspond to Appendix C, References.

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1 October 2018

(8) It has a means to modify engine torque, as necessary, to assist the driver in
maintaining control of the vehicle and/or combination vehicle.

(9) When installed on a truck tractor, it has the means to provide brake pressure to
automatically apply and modulate the brake torques of a towed semi-trailer.

(10) Is operational over all vehicle speeds above a low-speed threshold.

(11) Has a means to coordinate ESC activities with other brake-related or stability
enhancement features such as anti-lock braking systems (ABS), traction control systems (TCS),
dynamic brake proportioning, and auxiliary braking systems. Remains capable of actuation even
if the other systems are actuated.

c. This TOP describes two dynamic ESC tests for two-axle or more, multi-axle trucks at
GVW over 4,536 kg (10,000 lb). The full test (which includes SIS and SWD) is generally
intended for single unit trucks. The simplified test (which includes J-turn only) is generally
intended for truck tractors and buses with a gross vehicle weight rating (GVWR) over 11,793 kg
(26,000 lb), per guidance in FMVSS 136. Both tests (full and simplified) assess rollover
stability. The full test also assesses oversteer or understeer intervention to mitigate the tendency
for the vehicle to spin out or plow out in a curve. The two compliance tests and associated
maneuvers and performance criteria are presented in Table 1. These tests are for performance on
standard, paved test courses. The Full Test uses “auto pilot” instrumentation to provide accurate
and repetitive steering inputs. The Simplified Test uses a human driver and a defined test course.
The TOP also describes means to assess the ESC malfunction telltale and symbols.

TABLE 1. ESC TESTS AND ASSOCIATED PERFORMANCE CRITERIA

TEST MANEUVER CRITERION

Slowly Increasing Steer
Engine Torque Output
(SIS) Characterization
Full Test; Rollover and
Lateral Acceleration Ratio (LAR)
Directional Stability
Sine-With-Dwell (SWD) Yaw Rate Ratio (YRR)
Lateral Displacement (LD)
Simplified Test; Engine Torque Output
J-Turn
Rollover Stability Only Speed Reduction

Note: Specific performance criteria for each maneuver are listed in the respective
paragraphs below.

1.2 Limitations.

a. This TOP describes two ESC test procedures for wheeled vehicles over 4,536 kg
(10,000 lb) GVW, generally at road speeds up to 72 to 80 kilometers per hour (km/hr) (45 to
50 miles per hour (mph)), for compliance with applicable requirements (generally the test vehicle

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1 October 2018

purchase description, contract requirement, or FMVSS 136). These procedures may be used for
both developmental and production vehicles. Vehicles designed specifically for off-highway
operations that do not possess a maximum vehicle speed capability of at least 72 km/hr will be
considered on an individual basis. These procedures can be applied to vehicles without ESC
systems to assess stability characteristics of the vehicle alone. For these cases, specific test
parameters and criteria will be provided in the vehicle test plans.

b. Prior to testing, the test agency should review the following information to verify that
the test vehicle ESC system meets operational requirements and to aid execution and completion
of testing and evaluation.

(1) A system diagram that identifies all ESC system hardware.

(2) A written explanation describing the basic operational characteristics of the

vehicle ESC system.

(3) A discussion of the pertinent inputs to the vehicle computer and how its algorithm
uses that information to mitigate rollover and limit oversteer and understeer.

2. FACILITIES AND INSTRUMENTATION.

2.1 Facilities.

Item Requirement
Road Surface The road test surface shall produce a peak
frictional coefficient (PFC) of at least 0.9 (see
paragraph 2.3.b). Uniform hard surface of
concrete or asphalt with a gradient of no more
than 1 percent in any direction.

Circular Steer Test Course Area must be of sufficient size to allow for safe
execution of the SIS and/or J-Turn maneuvers.

Straight Roadway A straight asphalt or concrete roadway with a

width of at least 60 meters (m) over a length of
a least 150 m, with additional roadway leading
to and from the test course to allow for entry at
target test speeds and stopping after the SWD
maneuver.

2.2 Instrumentation.

Devices for Measuring Permissible Measurement Uncertainty

Road speed 1 percent

Steering wheel angle 0.25 degrees

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1 October 2018

Devices for Measuring Permissible Measurement Uncertainty

Lateral, longitudinal, and vertical 0.01 g
acceleration

Yaw rate, roll rate, and pitch rate 0.05 degrees per second

Roll angle (see Section 2.3) 0.1 degrees

Body slip angle 0.1 degrees

Steering effort (torque) 1.4 Newton-meter (N-m) (1 pound-foot (lb-ft)

Commanded engine torque (see 1 percent

Section 2.3)

Brake line pressure (see 1 percent

Section 2.3)

Tire pressure 0.7 kilopascals (kPa) (0.1 pounds per square

inch (psi))

Brake pedal application force (see 1 percent

Section 2.3)

Distance measuring device 1 percent

Time 1 percent

Brake lining temperature 1 degree Celcius (°C)

Meteorological data:
Atmospheric pressure 1 percent
Ambient temperature 1 °C
Humidity 3 percent
Wind speed 5 percent
Wind Direction 1 degree

2.3 Specialized Equipment.

Specialized equipment and instrumentation required for vehicle preparation, test course set-up,
and test observation are as follow:

a. Safety device with supporting structures on either side of the vehicle (outriggers) to
prevent rollover. The outriggers must be designed and installed in such a manner that the vehicle

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1 October 2018

test weight, center of gravity (CG), and moment of inertia remain as unchanged as practical
(objective: outrigger weight ≤ 10-percent of combined vehicle weight).

b. When required, the peak friction coefficient (skid number) of the various test course
surfaces will be measured in accordance with American Society for Testing and Materials
(ASTM) E1337-903, using an ASTM E1136-104 standard reference tire.

c. Auto-Pilot Device. For the full test, a steering auto-pilot (ATI Heitz Automotive
Sprint3 Steering Machine*** or equivalent), as shown in Figure 1, will be used to control the
steering maneuvers. The steering machine can be programmed to perform any desired steering
sequence at target speeds using feedback signals of vehicle speed and roll rate. The peak torque
capability of the steering auto-pilot shall be sufficient to achieve the full series of steering control
required for SIS and SWD testing while meeting the angular position requirements of Section 2.2
(estimated peak torque capability 60-75 N-m).

Figure 1. Auto-pilot device.

*** The use of brand names does not constitute endorsement by the Army or any other agency
of the Federal Government, nor does it imply that it is best suited for its intended application.

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1 October 2018

d. Load cell to monitor brake pedal force with a range of 0 to 136 kg (0 to 300 lb) and
accuracy + 1.0 percent of full scale. While brake pedal force is not explicitly required for
determining vehicle compliance, the load cell is used to confirm the driver has not
unintentionally applied the brakes during execution of the maneuvers. If the vehicle J1939
communication data link (or equivalent) has a data channel for brake application, this channel
may be used in lieu of the load cell.

e. Vehicle J1939 communication data link (or equivalent) can be recorded to observe
vehicle control signals for engine torque command and response. If the vehicle is not equipped
with a data bus for control, or the data bus used to control engine torque cannot be monitored,
other test instrumentation must be applied to the vehicle as appropriate.

f. Vehicle roll angle can be measured by integration of the roll rate data from inertial
measurement devices (Oxford Technical Solutions Model RT2002 or equivalent), if deemed
accurate, or by means of two ultrasonic distance measuring system sensors. Ultrasonic distance
measuring system sensors should have a range of 10 to 102 centimeters (cm) (4 to 40 inches),
resolution 0.25 millimeters (mm) (0.01 inches), and accuracy + 0.25% of maximum distance
(MASSA Model M-5000/220 or equivalent).

g. Pressure transducers to monitor individual wheel-end brake line pressures with a full-
scale range appropriate and safe for the vehicle under test. While brake line pressure is explicitly
required for determining vehicle compliance only during the J-Turn test, the pressure data are
used to confirm the individual wheel brake application function during other tests.

h. Transmitter/receiver set for locating the vehicle on the J-turn test course, such as an
infra-red light emitter placed at the start gate and infra-red light sensors placed on the vehicle.

i. The sensors are recorded by the data acquisition system and aligned to denote the time
at which the center of the vehicle’s front axle crosses the start gate.

j. Digital video camera to record all test events and observe wheel lift, overall vehicle
behavior, and any test failures.

3. REQUIRED TEST CONDITIONS.

3.1 Preparation for Test.

a. Review all instructional material issued with the test vehicle by the manufacturer,
contractor, or government, as well as reports of previous similar tests on the same types of
vehicles.

b. Prepare data collection sheets to record all pre-test information, conditions of test, test
results, observations, and measurements that would be valuable for analysis and assessment.

c. Conduct vehicle training to ensure all test personnel are familiar with technical and
operational characteristics of the test item and with the required test procedures.

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TOP 02-2-718A
1 October 2018

d. Static Rollover Threshold (Tilt Table) Test. In preparation for ESC testing, conduct
the tilt table test in accordance with SAE Recommended Practice J21805 to determine the test
vehicle’s simulated lateral acceleration threshold prior to rollover.

e. Install safety outriggers on the test vehicle and proof load the outriggers as appropriate
for the vehicle and outrigger arrangement.

f. Record the vehicle weight, weight distribution, and center-of-gravity characteristics, as

tested.

g. Record the basic measurements and condition of the components of the suspension
and steering systems (e.g., camber, caster, and wheel toe).

h. Identify the tire size, manufacturer, name, and tire identification number (TIN), and
tread wear condition. Tires shall have at least 50% of their tread life remaining prior to ESC
testing. Examine the vehicle placard and/or any manuals or publications provided with the
vehicle. Verify the tires are the same size and make as those provided with a new vehicle at the
time of delivery. Inflate the tires to the recommended cold inflation pressure as specified on the
vehicle placard or optional tire inflation pressure label. Record the measured pressure for each
tire.

i. Instrument the vehicle to measure yaw rate, roll rate, roll angle, lateral acceleration,
steering wheel angle and torque, vehicle speed and sideslip, brake pedal application force, brake
line pressure (for J-Turn), and document the manufacturer, identification (serial number, part
number, etc.), calibration information, and transducer locations (including photographs). The
location of inertial sensors (those used to measure yaw rate, roll rate, and lateral acceleration)
must be accurately located relative to the vehicle center of gravity. For data collection, the
lateral accelerometer shall be located as close as possible to the position of the vehicle’s
longitudinal, lateral, and vertical CG.

j. Install the automatic steering controller, centered onto vehicle steering wheel. Verify
calibration of steering controller encoder by confirming one full rotation of the steering
controller wheel results in a reading of 360 degrees on the data acquisition system (DAS).
Verify the steering controller triggers a steering maneuver at the correct vehicle speed by
injecting a voltage into the speed sensor connection to simulate speed.

k. If military personnel are required, ensure a Test Schedule and Review Committee
(TSARC) request is submitted within one year from the start of testing or as early as possible. A
Safety Release (SR) must be obtained from the U.S. Army Evaluation Center (AEC) prior to
using military personnel as test participants.

3.2 Test Controls.

a. Test engineers and technicians should familiarize themselves with FMVSS 1266
(Electronic Stability Control Systems), and FMVSS 1367 (Electronic Stability Control Systems
for Heavy Vehicles).

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1 October 2018

b. Prior to the initiation of testing, ensure that:

(1) The vehicle has been prepared and equipped in accordance with standard use
and/or within the specifications presented in the test plan. Fill the fuel tank and other fluid
reservoirs.

(2) The vehicle has received the proper break-in operation.

(3) The steering and suspension components are in good serviceable condition, with
particular attention to proper wheel alignment.

(4) Tire tread is in serviceable condition.

3.3 Restrictions.

Tests are not conducted at night, during inclement weather, or when the road surface may
introduce a hazard to the test vehicle or other traffic on the road. Dry, unobstructed surfaces are
used, unless the test plan introduces a specific requirement. Local safety and operational
procedures will be followed. Desirable environmental conditions for test conduct are as follows:

a. Wind speed: < 5 m/s (11 mph) average value.

b. Ambient temperature: 2 to 40 °C (35 to 104 °F).

c. Humidity: < 95 percent.

4. TEST PROCEDURES.

4.1 Background.

The first ESC tests on military wheeled vehicles were conducted using a procedure based on the
National Highway Traffic Safety Administration (NHTSA) Laboratory Test Procedure for
FMVSS No. 1268, which was limited to vehicles weighing no more than 4,536 kg (10,000 lb).
Modifications to the FMVSS No. 126 SIS and SWD procedures were developed by the U.S.
Army Test and Evaluation Command (ATEC) for testing two-axle vehicles weighing
approximately 10,433 kg (23,000 lb). The modifications, known as the Annex S Modifications9,
were established for the Joint Light Tactical Vehicle (JLTV) prototype test phases. Later,
NHTSA published a Proposed Rule (PR)10 for heavy trucks with gross vehicle weight ratings
greater than 11,793 kg (26,000 lb). This procedure was designated as FMVSS No. 136;
Electronic stability control systems for heavy vehicles. The Final Rule (FR) for FMVSS No. 136
did not include SIS and SWD tests, but instead utilized a J-turn maneuver. However, further
analysis of test results from ATEC highlighted the need for SWD testing to thoroughly evaluate
military class vehicle ESC systems11. The following procedures describe the most current states
of the SIS, SWD and J-turn tests.

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1 October 2018

4.2 General Vehicle and Test Preparation.

The following items should be performed before proceeding with testing:

a. Record the test and vehicle identification.

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 shall have a consistent slope between level and 1 percent6,7.

c. Document the test track peak friction coefficient (PFC) or skid number, as appropriate,
for each test track3,4.

d. Power on the data acquisition system and verify all data channels are activated and
observe for normal data drift. Verify the DAS is set up for a 200 hertz (Hz) data sampling rate,
filtered using a two-pole low-pass Butterworth filter with nominal cut-off frequencies at 25 Hz to
prevent aliasing. Select amplifier gains to maximize signal-to-noise ratio. Verify the DAS
displays accurate calibrated sensor outputs.

e. Compile calibration data prior to each maneuver test series to assist in resolving
uncertain test data.

f. Perform the Pre-Test Brake Conditioning procedures per Appendix A.

g. Operate the test vehicle in a straight line on a level, uniform, solid-paved road surface
with a vehicle speed of 97 km/hr (50 mph) and compile 5 to 15 seconds of data from all
instrument channels to establish zero levels.

4.3 Slowly Increasing Steer (SIS) Test.

a. General.

(1) The SIS test (a type of constant speed skidpad test) is conducted as a precursor to
SWD testing to determine the reference steering wheel angle amplitude, δref, for the SWD test.
The vehicle is driven in a straight line initially, and then the steering auto-pilot steers to the right
or left at 13.5 degrees per second until approximately 0.4 g lateral acceleration is experienced.
Linear regression of the data is used to estimate the steering angle producing 0.5 g. The resulting
reference angle at 0.5 g, δref, is needed to program the steering auto-pilot for the SWD test. The
SIS test is also used to evaluate the engine torque-reducing capability of the ESC system.

(2) For historical purposes, a summary of the differences between the earlier
procedures and TOP 02-2-718A is presented in Table 2.

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1 October 2018

TABLE 2. DIFFERENCES IN SIS TEST PROCEDURES

PROCEDURE
PARAMETER ANNEX S
FMVSS 126 FMVSS 136 PR TOP 02-2-718A
MODS
Vehicle speed, mph 50 30 30 30
SIS Steering Wheel Angle
13.5 13.5 13.5 13.5
(SWA) ramp rate, deg/s
SIS SWA maximum, first
30 degree SWA @ ~0.4g 270 degree SWA @ ~0.4g
test
Maximum lateral
0.55 0.4 ESC activation 0.4
acceleration target, g
Maximum lateral
0.5-0.6 0.4-0.45 None 0.4-0.45
acceleration range, g
Lateral acceleration for
determination of SWD 0.3 0.5 0.5 0.5
reference SWA , g
Range for linear fit, g 0.1-0.375 0.1-0.375 0.05-0.30 0.05-0.30
Engine torque reduction 10% in 10% in
None None
criterion 1.5 seconds 1.5 seconds

b. Criteria. In the absence of specific SIS performance requirements provided by the test
sponsor, the criterion listed in Table 3 shall apply. The procedure to calculate the associated
performance metric is presented in paragraph 6.2.b. The SIS test is also used to establish the
reference steering angle, δref, for SWD testing, with no associated criteria.

TABLE 3. SIS TEST CRITERION

PERFORMANCE METRIC CRITERION

Engine torque reduction The engine torque reduction when measured 1.5 seconds
after the activation of the electronic stability control
system must be at least 10 percent less than the engine
torque requested by the driver.

c. TOP 02-2-718A SIS Procedures.

(1) Measure and record ambient temperature and wind speed. Verify whether the
wind speed and ambient temperature meet test condition requirements.

(2) Immediately prior to testing, perform the Mass Estimation and Tire Conditioning
procedures per Appendix A.

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1 October 2018

(3) Document the vehicle powertrain drive configuration and operating mode for
testing. Generally, the first test will be executed with the drive configuration and mode set to the
manufacturer’s standard or default settings. Typically, for on-highway operation, the default
setting is two-wheel drive or all-wheel drive with axles unlocked and with the transmission in
Drive. For vehicles with manual transmissions, testing is to be conducted in the highest gear
associated with normal driving at the test speeds indicated. The engine brake or transmission
retarder, if equipped, shall be disabled. Subsequent tests may be executed under different drive
configurations and modes, as directed in the detailed test plan.

(4) If equipped with an adjustable suspension, document the vehicle suspension

configuration for testing. Generally, the first test will be executed with the suspension set to the
manufacturer’s standard or default setting for on-highway operation.

(5) Disable the ESC, if possible. In the event that the ESC cannot be disabled with a
switch, a fuse or circuit breaker may have to be disabled to deactivate the ESC system.
Consultation with the vehicle manufacturer may be required.

(6) Energize the data acquisition system and automatic steering controller. Program
the steering controller so at time zero the steering wheel angle is linearly increased from zero to a
maximum value, δ0.4g, at a rate of 13.5 degrees/second. A description of the SIS steering profile
is shown in Figure 2. The maximum value, δ0.4g, is the steering wheel angle necessary to achieve
0.40-0.45 g lateral acceleration during a steady-state cornering maneuver at 48 km/hr (30 mph).
Pre-test experimentation, or other analytical means, are used to determine the angle.

Figure 2. SIS steering profile.

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(7) Position the test vehicle at the circular steer test course as needed to execute the
SIS maneuvers. Record 15 seconds of data from all instrument channels with the test vehicle at
rest, the engine running, the transmission in “Park” (automatic transmission) or neutral with the
parking brake applied (manual transmission). The static data file will be used in post processing
to establish a datum (zero level) for each instrument channel.

(8) Execute a SIS maneuver in the left steer direction using the SIS steer profile
described in paragraph 4.3.6.c(6) and maintain a speed of 48 km/hr, ± 1.6 km/hr (30 mph,
± 1 mph). Record the steering wheel angle and lateral acceleration data. If the maximum lateral
acceleration is below 0.40 g, then increase the maximum steering angle by 10 degrees and repeat.
If the maximum lateral acceleration is above 0.45 g, then decrease the maximum steering angle
by 10 degrees and repeat.

(9) Repeat the procedure in paragraph 4.3.c(8) until three SIS maneuvers to the left
have been completed. It is recommended that the maximum time permitted between test run
maneuvers is five minutes. For each of the three test runs, document the run time, steering wheel
angle, and lateral acceleration.

(10) Enable the ESC system. Verify the ESC system is enabled by ensuring that the
ESC malfunction and “ESC OFF” (if provided) telltale is not illuminated. If the vehicle data bus
includes an ESC status channel, ensure that the status indicates the ESC is enabled.

(11) Execute an SIS maneuver again to the left using the SIS steer profile determined
in paragraph 4.3.c(6). If ESC system activation does not occur during the maneuver, the
maximum steering wheel angle, should be increased appropriately until ESC activation is
achieved, cornering limitations are reached, or the maximum steering angle is reached. Care
should be taken to ensure safe and controlled test operations as vehicle cornering limits are
reached.

(12) Repeat the procedure in paragraph 4.3.c(11) until three SIS maneuvers to the left
have been completed. It is recommended that the maximum time permitted between test run
maneuvers is 5 minutes.

(13) Repeat the procedure in paragraphs 4.3.c(8) through 4.3.c(12) in the right steer
direction.

(14) Examine the brake pedal force load cell data. If any application of brake force is
indicated, the maneuver shall be eliminated from analysis.

(15) The reference steering wheel angle for SWD testing, i.e. δref, (paragraph 4.4) is
determined using linear regression by extrapolating the SIS test data to determine the steer angle
that would produce 0.5 g of lateral acceleration at 48 km/hr (30 mph). To confirm ESC
activation and evaluate the ESC engine torque reduction capability, engine torque output and
driver-requested torque data are collected and analyzed.

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(16) Post-test data processing and analysis procedures for SIS Test data are presented
in paragraph 6.2.

4.4 Sine-With-Dwell (SWD) Test.

a. General.

(1) The SWD test subjects a vehicle to conditions known to produce roll and yaw
instabilities. The goal is to verify ESC system performance for mitigating those instabilities.
The procedures for testing are presented below. An illustration of the open-loop steer maneuver
executed during the test is presented in Figure 3.

Figure 3. SWD steering wheel input.

(2) The evolution of the SWD test procedure for military vehicles was described in
paragraph 4.1. A summary of the differences between the earlier procedures and
TOP 02-2-718A is presented in Table 4, for historical purposes.

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TABLE 4. COMPARISON OF VARIOUS SWD TEST PROCEDURES

PROCEDURE
PARAMETER ANNEX S
FMVSS 126 FMVSS 136 PR TOP 02-2-718A
MODS
Vehicle Speed, mph 50 50 45 45
SWA frequency, Hz 0.7 0.5 0.5 0.5
Dwell (ms) 500 1000 1000 1000
SWA amplitudes 1.5x to 6.5x, 0.3x to 1.3x, 0.3x to 1.3x, 0.3x to 1.3x,
(multiplied by δref) 0.5x steps 0.1x steps 0.1x steps 0.1x steps
Greatest value Greatest value
1st local peak 1st local peak
recorded during resulting from
Peak yaw rate resulting from resulting from
second half of steering
steering reversal steering reversal
sine steer reversal
YRR criteria, % of <35% @ 1.00 s <35% @ 1.00 s <40% @ 0.75 s <40% @ 0.75 s
peak, sec after COS <20% @ 1.75 s <20% @ 1.75 s <15% @ 1.50 s <15% @ 1.50 s
Greatest value Greatest value
Peak lateral recorded during resulting from
None None
acceleration second half of steering
sine steer reversal
LAR criteria, % of None None <30% @ 0.75 s <30% @ 0.75 s
peak, sec after COS None None <10% @ 1.50 s <10% @ 1.50 s
Lateral Displacement
> 5* δref, > 1.0* δref, > 0.7* δref, > 1.0* δref,
assessed at
Lateral Displacement
1.07 1.5 1.5 1.5
Time, s after BOS
Lateral Displacement ≤ 3,500 kg: 6 Truck tractors: 7
(responsiveness) 10 10
criteria, ft > 3,500 kg: 5 Busses: 5
Additional IYRR @ 1.50 s
None None None
responsiveness criteria after BOS

BOS=Beginning of Steer
COS=Completion of Steer
IYRR=Initial Yaw Rate Ratio

b. Criteria. In the absence of specific SWD performance requirements provided by the

test sponsor, the criteria listed in Table 5 shall apply. The procedures to calculate the associated
performance metrics are presented in paragraph 6.3.

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TABLE 5. SWD TEST CRITERIA

PERFORMANCE METRIC CRITERIA

LAR ≤ 30% @ 0.75 s after COS
Roll stability
LAR ≤ 10% @ 1.50 s after COS
YRR ≤ 40% @0.75 s after COS
Yaw stability
YRR ≤ 15% @1.50 s after COS
Lateral Displacement ≥ 3 m (10 ft) @ 1.5 s after BOS
Responsiveness
IYRR ≤ 40% @ 1.50 s after BOS

c. TOP 02-2-718A SWD Procedures.

(1) Initiate the first SWD test series within two hours after completing the SIS test,
using the same tires.

(2) Immediately prior to testing, perform the Mass Estimation, Tire Conditioning, and
Brake Conditioning procedures, per Appendix A.

(3) All tests shall be performed with the automatic transmission 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.

(4) Verify the vehicle powertrain drive configuration and operating mode for testing,
as outlined in paragraphs 4.3.c(3) and 4.3.c(4).

(5) Ensure that the ESC system is operational, as outlined in paragraph 4.3.c(10).

(6) At the completion of the tire conditioning procedure and before the start of a test
series, position the test vehicle at the straight roadway test course as needed to execute the SWD
maneuvers. Record 15 seconds of data from all instrument channels with the test vehicle at rest,
the engine running, and the transmission in “Park” (automatic transmission) or neutral with the
parking brake applied (manual transmission). The static data file will be used in post processing
to establish a datum (zero level) for each instrument channel.

(7) Energize the steering controller. Program the controller to execute the SWD
maneuver, shown in Figure 3, using an initial counterclockwise steering direction. The steering
amplitude for the initial run of each test series is 0.3 ∗ δref, as determined from the SIS maneuver
data. Program the steering controller to execute the SWD maneuver when the vehicle reaches
the target test speed determined by specific vehicle requirements established in the test plan.
Typically, the target speed is 72 km/hr (45 mph) with an allowable variation in initial speed of
1.6 km/hr (1.0 mph).

(8) Execute the first counterclockwise test trial at the initial steer amplitude and target
vehicle speed. During the maneuver, observe the vehicle for loss of pavement contact of tires,

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rim-to-pavement contact and tire de-beading. Rim-to-pavement contact will be verified by

visual observation and identified by marks left on the pavement. De-beading will be verified by
visual observation and a corresponding loss of tire inflation pressure. Loss of pavement contact
of tires will be verified by visual observation and documented by video camera. If any of these
events are observed, or if the test driver experiences a vehicle loss of control or spinout, the test
will be halted for consultation with the test officer before proceeding. Generally, an undamped
spinout or rollover condition determines the stopping point for the test series in a particular steer
direction.

(9) During a test series, if one or both safety outrigger skid pads contact the road
surface during a test run where there is no spinout or wheel lift, raise the height of the affected
outrigger(s) by one adjustment position, and repeat the test run.

(10) Using the data from paragraph 4.4.c(8), plot the steering wheel angle, vehicle
speed, lateral acceleration, and yaw rate. Confirm the maneuver entrance speed was within
1.6 km/hr (1.0 mph) of the desired speed, the steering wheel angle maximums were correct, and
both lateral acceleration and yaw rate seemed reasonable. If any of the above conditions are not
met, halt the test and correct the problem. If all conditions are met, continue the test series.

(11) Continue to execute the steering maneuvers, each time increasing the steering
wheel angle magnitude by 0.1 ∗ δref. Additional intermediate maneuvers may be executed at
steering wheel angle magnitudes between the target multiples of 0.1 * δref if deemed necessary
for safe operation. Maneuver execution should continue until a steering wheel angle magnitude
of 1.3 ∗ δref is reached, provided the calculated magnitude of 1.3 ∗ δref is less than or equal to
400 degrees, or vehicle roll or yaw instability is observed. If any 0.1 ∗ δref increment, up to 1.3 ∗
δref, is greater than 400 degrees, the steering amplitude of the final run shall be 400 degrees.

(12) Repeat the above procedure using an initial clockwise steering direction.

(13) Examine data for brake force application. If any application of brake force is
indicated, the maneuver shall be eliminated from analysis.

(14) Post-test data processing and analysis of SWD Test data are presented in
paragraph 6.3.

4.5 J-Turn Test.

a. General. The J-Turn test subjects a vehicle to conditions known to produce roll
instability. The goal is to verify ESC system performance for mitigating roll instability. The test
is performed in accordance with the NHTSA Laboratory Test Procedure for FMVSS No. 13612.

b. Criteria. In the absence of specific J-turn performance requirements provided by the

test sponsor, the criteria listed in Table 6 shall apply.

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TABLE 6. J-TURN TEST CRITERIAa

PERFORMANCE METRIC CRITERION OVERVIEW

Lane Keeping The wheels of the truck tractor or bus must remain within the
lane between the start gate and the end gate.
Engine Torque Reduction The ESC system must reduce the driver-requested engine
torque by at least 10 percent for a minimum continuous
duration of 0.5 second during the time period from 1.5 seconds
after the vehicle crosses the start gate to when it crosses the
end gateb.
Roll stability Control During roll stability control test series:
a. The vehicle speed measured at 3.0 seconds after vehicle
crosses the start gate must not exceed 47 km/hr (29 mph).
b. The vehicle speed measured at 4.0 seconds after the
vehicle crosses the start gate must not exceed 45 km/hr
(28 mph).
c. The wheels of the truck tractor or bus must remain within
the lane between the start gate and the end gate.
d. There must be ESC service brake activation.

a
Consult FMVSS 136 for more detailed criteria guidance.
b
The FMVSS 136 test procedure description for verification of engine torque reduction
indicates that during the initial stages of each maneuver the two torque signals [the engine torque
data output and the driver requested output (presumably from the data bus)] will parallel each
other. Based on experience, this may not be the case as the data bus signals may be faulty. Test
engineer expertise or additional instrumentation may be required to assess this component of the
criteria.

c. Procedures.

(1) The J-turn test procedures are conducted in accordance with FMVSS No. 136,
available through the Federal Register, and the NHTSA Laboratory Test Procedure for FMVSS
No. 13612. The J-turn test course is shown in Figure 4. FMVSS No. 136 may evolve
periodically, so the detailed procedures are not summarized here. Test personnel shall obtain
current copies of the FMVSS No. 136 and the associated NHTSA Laboratory Test Procedure for
detailed guidance when test are to be conducted.

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Figure 4. J-Turn Test Course.

(2) In addition to the test procedure requirements of FMVSS 136, supplemental data
in lieu of engine torque output and driver requested torque output data from the J1939 data bus
may be required. Anomalies may exist in the data bus results. Supplemental data may consist of
throttle position and vehicle longitudinal acceleration. Test engineer expertise may be
instrumental in the measurement of engine torque reduction.

(3) A brake pedal force transducer may be used in lieu of the FMVSS 136 required
foot brake control treadle valve pressure gauge as an indication of inadvertent brake application
during test maneuvers.

4.6 Electronic Stability Control (ESC) Malfunction Telltale and Symbol.

a. General. This test procedure confirms the ESC system is equipped with a functional
ESC malfunction telltale. The procedure is adapted from the NHTSA Laboratory Test
Procedures for FMVSS No. 126 and FMVSS 136.

b. Criteria. In the absence of specific ESC malfunction telltale requirements provided by

the test sponsor, the following criteria shall apply. In the event of ESC malfunction, the system
must display in front of and in clear view of the driver the malfunction telltale symbol shown in
Figure 5 or the acronym “ESC,” as specified in Table 1 of FMVSS No. 10113.

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Figure 5. ESC telltale symbol.

c. Procedures.

(1) Examine the vehicle to determine whether or not there is an on/off switch for the
ESC.

(2) With the vehicle off and ESC enabled, induce a malfunction in the ESC by
disconnecting the power source to any ESC component or disconnecting any electrical
connection between ESC components. The electrical connections for the telltale lamp(s), or the
“ESC OFF” control, are not to be disconnected.

(3) Turn the ignition to the “on” position (Run position) and observe the driver’s
display panel for illumination of the ESC telltale after one or more ESC malfunctions.

(4) If the malfunction telltale does not illuminate when engine is started, put the
vehicle in a forward gear and obtain a vehicle speed of 48 + 8 km/hr (30 + 5 mph). Drive the
vehicle for at least 2 minutes, including at least one left and one right turning maneuver, and at
least one service brake application. Verify that within two minutes of obtaining this vehicle
speed the ESC malfunction telltale illuminates. Document any other telltales and/or warning
messages activated upon simulating the subject ESC system malfunction.

(5) Stop the vehicle and turn the starting system to the “off” position. After
5 minutes have elapsed, if the vehicle is so equipped, turn the starting system to a point between
on (Run position) and Start, designated by the manufacturer as a check position. Verify that the
ESC malfunction indicator again illuminates. Otherwise, after 5 minutes have elapsed, turn the
starting system to the “on” position and verify that the ESC malfunction telltale illuminates and
remains illuminated for as long as the engine is running.

(6) Stop the vehicle and turn the ignition to the “off” position. Restore the ESC to
working condition, and restart the vehicle by turning the starting system to the “on” position
(Run position). Verify that the ESC telltale has extinguished.

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5. DATA REQUIRED.

5.1 General Vehicle and Test Preparation.

a. Date of test and test site.

b. Vehicle identification: manufacturer, type, identification number.

c. Vehicle configuration: weight, load distribution, mileage, and condition.

d. Vehicle CG coordinates.

e. Vehicle drive configuration and mode for each test series.

f. Vehicle suspension and steering systems measurements (if available) and condition.

g. Results of the tilt table test (i.e., vehicle maximum side slope angle and simulated
lateral acceleration prior to rollover).

h. Tire size, manufacturer, name, and TIN. Confirm whether the tires are new or used
and record the tire wear condition. Record any inconsistencies based on the vehicle placard
and/or any manuals or publications provided with the vehicle, including whether the tires are the
same size and make as those provided with a new vehicle at the time of manufacture.

i. The recommended tire cold inflation pressure as specified on the vehicle placard or
optional tire inflation pressure label and the measured pressure for each tire.

j. Test course identification, dimensions, and description of operating conditions.

k. Test course peak friction coefficient (PFC) (skid number).

l. Instrumentation name/type, manufacturer, identification (serial number, part number,

etc.), calibration information, and location on vehicle (including photographs).

m. Measurements for the coordinates of the inertial sensing system or yaw rate, roll rate,
and lateral acceleration sensors.

n. Locations of and distance between the ultrasonic distance measuring sensors, if used
for roll angle measurements.

5.2 General Test Maneuvers.

a. Ambient temperature and wind speed at each test site.

b. Detailed record of tire and brake conditioning procedures, as appropriate.

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c. Fifteen seconds of static vehicle data prior to a test event to establish a datum (zero
level) for each instrument channel.

d. Description of steer maneuver executed and steer direction (counterclockwise or

clockwise). If an Auto-Pilot Device is used, provide a detailed record of steering controller
setup.

e. Steering angle and peak amplitude.

f. Vehicle speed.

g. Vehicle travel distance.

h. Lateral acceleration.

i. Yaw rate.

j. Roll angle and side slip.

k. Steering effort (torque or force).

l. Elapsed time of steer maneuver.

m. ESC system activation state (activated or not activated). This is generally

accomplished by observing and recording pertinent vehicle data bus channels.

n. Engine torque state (percent) and driver torque command state (percent). This is
generally accomplished by observing and recording pertinent vehicle data bus channels.

o. Brake pedal force, including observations of inadvertent brake pedal force activation
during the test trial.

p. Observations of wheel lift, spinout, or outrigger contact if occurred and time of

occurrence.

5.3 Sine-With-Dwell (SWD) Test.

a. Time between completing the SIS test and initiating the SWD test.

b. Lateral acceleration decay.

c. Yaw rate decay.

d. Lateral displacement.

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5.4 J-Turn Test.

In addition to the data requirements of FMVSS 136, supplemental data in lieu of engine torque
output and driver requested torque output data from the J1939 data bus may be required.
Anomalies may exist in the data bus results. Supplemental data may consist of throttle position
and vehicle longitudinal acceleration.

5.5 Electronic Stability Control (ESC) Malfunction Telltale and Symbol.

a. Details of procedure used to induce a controlled malfunction in the ESC system.

b. Observations regarding the ESC telltale with the induced malfunction and condition
after the ESC has been restored.

6. PRESENTATION OF DATA.

6.1 General Vehicle and Test Preparation.

Data are to be presented in narrative, tabular, graphical, pictorial, or other format as appropriate.

6.2 Slowly Increasing Steer (SIS) Test.

a. Reference Steering Wheel Angle. The following procedures shall be used for
preparing and applying SIS test data, and are adapted from the NHTSA Laboratory Test
Procedure for FMVSS No. 126.

(1) Filter the raw steering wheel angle data with a 12-pole phaseless Butterworth
filter and a cutoff frequency of 10 Hz. Zero the filtered data to remove sensor offset using static
pretest data.

(2) Filter the raw speed data with a 12-pole phaseless Butterworth filter and a cutoff
frequency of 2 Hz.

(3) Filter the raw yaw, pitch, and roll rate data with a 12-pole phaseless Butterworth
filter and a cutoff frequency of 6 Hz. Zero the filtered data to remove sensor offset utilizing
static pretest data.

(4) If ultrasonic sensors are used to determine vehicle roll angle, filter the left side
and right side ride height data with a 12-pole phaseless Butterworth filter and a cutoff frequency
of 6 Hz. Zero the filtered data to remove sensor offset utilizing static pretest data.

(5) If an inertial sensor system (Oxford Technical Solutions Model RT2002 or

equivalent) is used to determine vehicle roll angle, filter the raw roll angle data with a 12-pole
phaseless Butterworth filter and a cutoff frequency of 6 Hz. Zero the filtered data to remove
sensor offset utilizing static pretest data.

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(6) Filter the raw lateral, longitudinal, and vertical acceleration data with a 12-pole
phaseless Butterworth filter and a cutoff frequency of 6 Hz. Zero the filtered data to remove
sensor offset utilizing static pretest data.

(7) Determine the roll, yaw and pitch accelerations by differentiating the filtered and
zeroed roll, yaw, and pitch rate data.

(8) The longitudinal, lateral, and vertical accelerations at the vehicle CG are
determined by removing the effects caused by vehicle body roll and by correcting for sensor
placement via the use of coordinate transformations6, as shown below in Equations 1 - 3.
2 2
𝑥′′𝑐𝑜𝑟𝑟𝑒𝑐𝑡𝑒𝑑 = 𝑥𝑎𝑐𝑐𝑒𝑙 − (𝛩′ + 𝛹 ′ )𝑥𝑑𝑖𝑠𝑝 + (𝛩′ 𝛷′ − 𝛹 ′′ )𝑦𝑑𝑖𝑠𝑝 + (𝛹 ′ 𝛷′ + 𝛩′′ )𝑧𝑑𝑖𝑠𝑝 Equation 1

2 2
𝑦′′𝑐𝑜𝑟𝑟𝑒𝑐𝑡𝑒𝑑 = 𝑦𝑎𝑐𝑐𝑒𝑙 + (𝛩′ 𝛷 ′ + 𝛹 ′′ )𝑥𝑑𝑖𝑠𝑝 − (𝛷′ + 𝛹 ′ )𝑦𝑑𝑖𝑠𝑝 + (𝛹 ′ 𝛩′ − 𝛷′′ )𝑧𝑑𝑖𝑠𝑝 Equation 2

2 2
𝑧′′𝑐𝑜𝑟𝑟𝑒𝑐𝑡𝑒𝑑 = 𝑧𝑎𝑐𝑐𝑒𝑙 + (𝛹 ′ 𝛷′ − 𝛩′′ )𝑥𝑑𝑖𝑠𝑝 + (𝛹 ′ 𝛩′ + 𝛷′′ )𝑦𝑑𝑖𝑠𝑝 − (𝛷′ + 𝛩′ )𝑧𝑑𝑖𝑠𝑝 Equation 3

where,

𝑥′′𝑐𝑜𝑟𝑟𝑒𝑐𝑡𝑒𝑑 , 𝑦′′𝑐𝑜𝑟𝑟𝑒𝑐𝑡𝑒𝑑 , and 𝑧′′𝑐𝑜𝑟𝑟𝑒𝑐𝑡𝑒𝑑 = longitudinal, lateral, and vertical

accelerations, respectively, at the vehicle CG

𝑥𝑎𝑐𝑐𝑒𝑙 , 𝑦𝑎𝑐𝑐𝑒𝑙 , and 𝑧𝑎𝑐𝑐𝑒𝑙 = longitudinal, lateral, and vertical accelerations, respectively,
at the accelerometer locations

𝑥𝑑𝑖𝑠𝑝 , 𝑦𝑑𝑖𝑠𝑝 , and 𝑧𝑑𝑖𝑠𝑝 = longitudinal, lateral, and vertical displacements, respectively,
of the CG with respect to the accelerometer locations

𝛷′ and 𝛷′′ = roll rate and roll acceleration, respectively

𝛩′ and 𝛩′′ = pitch rate and pitch acceleration, respectively

𝛹 ′ and 𝛹 ′′ = yaw rate and yaw acceleration, respectively

(9) Correct lateral acceleration at the vehicle CG by removing the effects caused by
vehicle body roll. Roll angle is determined using two ultrasonic distance measurement sensors
or by integrating the roll rate sensor data, if deemed accurate. The corrected lateral acceleration
value is given by Equation 4.

𝑎𝑦𝑐 = 𝑎𝑦𝑚 𝑐𝑜𝑠𝛷 − 𝑎𝑧𝑚 𝑠𝑖𝑛𝛷 Equation 4

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where,

𝑎𝑦𝑐 = the corrected lateral acceleration (i.e., the vehicle’s lateral acceleration in a plane
horizontal to the test surface)

𝑎𝑦𝑚 = the measured lateral acceleration in the vehicle reference frame at the vehicle CG,
corrected by Equation 2

𝑎𝑧𝑚 = the measured vertical acceleration in the vehicle reference frame

𝛷 = the vehicle’s roll angle

Note: The z-axis sign convention is positive in the downward direction for both the vehicle and
test surface reference frames.

(10) Plot steering wheel angle data versus corrected lateral acceleration data for each
test run. Using linear regression techniques from 0.05 to 0.3 g, determine the “best-fit” line
(slope = deg/g) for each of the six completed SIS maneuvers.

(11) Using the best-fit line equation for each of the six SIS maneuvers, determine the
steering wheel angle, to the nearest 0.1 degree, at 0.5 g by linear extrapolation for each
respective maneuver. Using Equation 5 and the absolute value data from each of the six SIS
maneuvers, calculate δref, the average overall steering wheel angle at 0.5 g rounded to the nearest
0.1 degree.

𝛿𝑟𝑒𝑓 = (|𝛿0.5 𝑔,𝑙𝑒𝑓𝑡 (1) | + |𝛿0.5 𝑔,𝑙𝑒𝑓𝑡 (2) | + |𝛿0.5 𝑔,𝑙𝑒𝑓𝑡 (3) | + 𝛿0.5 𝑔,𝑟𝑖𝑔ℎ𝑡 (1) + 𝛿0.5 𝑔,𝑟𝑖𝑔ℎ𝑡 (2) + 𝛿0.5 𝑔,𝑟𝑖𝑔ℎ𝑡 (3) )/6
Equation 5

b. Engine Torque Reduction. Confirm ESC activation and evaluate the ESC engine
torque reduction capability by assessing engine torque output and driver-requested torque data
from the vehicle J1939 communication data link (or equivalent). As noted in Section 4.5, test
engineer expertise and other test instrumentation may be required to assess engine torque
reduction if anomalies are observed in the J1939 data bus results. Compare the engine torque
reduction test results graphically to the appropriate criterion, indicating compliance or non-
compliance.

c. An example SIS results data table for determination of the reference steering angle is
shown in Table 7 and an example SIS plot is shown in Figure 6.

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TABLE 7. SAMPLE SIS DATA TABLE, VEHICLE XX, 30-MPH, SIS RESULTS

0.3g STEERING 0.5g STEERING

STEER AVG. SPEED
RUN NUMBER WHEEL ANGLE WHEEL ANGLE
DIRECTION
mph degree degree
ESC OFF - SIS
1 Right 29.8 100.3 175.8
2 Right 30.1 98.5 180.1
3 Right 29.9 102.1 177.6
4 Left 30.4 -99.9 -182.1
5 Left 29.9 -103.2 -184.5
6 Left 30.8 -101.1 -180.9
Average 100.9 180.2

Figure 6. Sample SIS data plot.

6.3 Sine-With-Dwell (SWD) Test.

a. Yaw rate, lateral acceleration, and lateral displacement measurements and calculations
are processed utilizing the following techniques for each steering maneuver. The procedures for
preparing and applying SWD test data are adapted from the NHTSA Laboratory Test Procedure
for FMVSS No. 126.

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(1) Prepare vehicle speed, steering wheel angle, yaw, roll, and pitch rate, lateral,
longitudinal, and vertical acceleration, roll angle, roll, yaw, and pitch acceleration, and corrected
lateral acceleration data for analysis using the techniques described in paragraphs 6.2.a(1)
through (9). For lateral acceleration, yaw rate, and steering wheel angle use the zeroing steps
discussed in paragraph 6.3.a(3).

(2) Determine steering wheel velocity by differentiating the filtered and corrected
steering wheel angle data. Filter the steering wheel velocity data using a moving 0.1-second
running average filter.

(3) Zero lateral acceleration, yaw rate, and steering wheel angle data channels using a
defined zeroing range. The methods used to establish the zeroing range are as follows:

(a) Using the steering wheel velocity data (paragraph 0), the first instance when the
steering wheel rate exceeds 75 degrees/second is identified. From this point, the steering wheel
rate must remain greater than 75 degrees/second for at least 200 ms. If the second condition is
not met, the next instance the steering wheel rate exceeds 75 degrees/second is identified, and the
200-ms validity check is applied. This iterative process continues until both conditions are
satisfied.

(b) The zeroing range is identified as the 1.0-sec time period prior to the instant the
steering wheel rate exceeds 75 degrees/second (i.e., the instant the steering wheel velocity
exceeds 75 degrees/second defines the end of the zeroing range).

(4) Determine the Beginning of Steer (BOS), which is defined as the first instance the
filtered and zeroed steering wheel angle data reaches -5 degrees (when the initial steering input is
counterclockwise) or +5 degrees (when the initial steering input is clockwise) after the time
defined as the end of the zeroing range. The value for time at the BOS is interpolated.

(5) Determine the Completion of Steer (COS), which is defined as the time the
steering wheel angle returns to zero at the completion of the SWD steering maneuver. The value
for time at the 0-degree steering wheel angle is interpolated.

(6) Determine the peak yaw rate due to the initial steer (𝛹̇𝑃𝑒𝑎𝑘,𝑖𝑛𝑖𝑡𝑖𝑎𝑙 ), which is
defined as the maximum yaw rate produced by the initial steer, as shown in Figure 7. More
specifically, the peak yaw rate is the yaw rate with the greatest magnitude from the subset of yaw
rate values which occur from the BOS to 1 second after the BOS during the same test run and are
signed consistently with the direction of the initial steer.

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Figure 7. Steering wheel position and yaw rate information used to assess directional stability.

(7) The yaw rate at 1.50 second after BOS is determined by interpolation.

(8) Calculate initial yaw rate ratio (IYRR) at 1.50 second after BOS. The IYRR is
expressed as a percentage, as shown in Equation 6.

𝛹̇1.5 𝑠 𝑎𝑓𝑡𝑒𝑟 𝐵𝑂𝑆

𝐼𝑌𝑅𝑅 = 100% ∗ ( ) Equation 6
𝛹̇𝑃𝑒𝑎𝑘,𝑖𝑛𝑖𝑡𝑖𝑎𝑙

(9) Determine the steer reversal peak yaw rate (𝛹̇𝑃𝑒𝑎𝑘,𝑟𝑒𝑣 ), which is defined as the
maximum yaw rate produced by the reversal of the steering wheel, as shown in Figure 7. More
specifically, the peak yaw rate is the yaw rate with the greatest magnitude from the subset of yaw
rate values which occur from the time 1 sec after the BOS to the COS during the same test run
and are signed consistently with the direction of the steer reversal.

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(10) The yaw rates at 0.75 and 1.50 seconds after COS are determined by
interpolation.

(11) Calculate (Equation 7) the yaw rate ratio (YRR) at 0.75 and 1.50 seconds after
COS. The YRR is expressed as a percentage, as shown in Equation 7, where ‘time t’ is 0.75 and
1.50 seconds after COS.

𝛹̇
𝑌𝑅𝑅 = 100% ∗ (𝛹̇𝑎𝑡 𝑡𝑖𝑚𝑒 𝑡 ) Equation 7
𝑃𝑒𝑎𝑘,𝑟𝑒𝑣

(12) Determine the steer reversal peak lateral acceleration (𝑎𝑦𝑐,𝑃𝑒𝑎𝑘 ), which is defined
as the maximum lateral acceleration produced by the reversal of the steering wheel. The
determination of the peak lateral acceleration is consistent with the determination of the peak
yaw rate, as in paragraph 6.3.a(9).

(13) Calculate the lateral acceleration ratio (LAR) at 0.75 and 1.50 seconds after COS.
The LAR is expressed as a percentage, as shown in Equation 8, where ‘time t’ is 0.75 and
1.50 seconds after COS.

𝑎𝑦𝑐,𝑎𝑡 𝑡𝑖𝑚𝑒 𝑡
𝐿𝐴𝑅 = 100% ∗ ( ) Equation 8
𝑎𝑦𝑐,𝑃𝑒𝑎𝑘

(14) For each of the SWD steering maneuvers in procedure 4.4, with a steering wheel
angle of 1.0 ∗ δref, or greater, determine lateral velocity by integrating corrected, filtered, and
zeroed lateral acceleration data. Zero lateral velocity data using the value at the BOS event.

(15) Determine lateral displacement by integrating the zeroed lateral velocity. Zero
lateral displacement at the BOS event.

(16) Determine lateral displacement of the vehicle CG with respect to its initial straight
path at 1.5 seconds after the BOS event using interpolation.

(17) Present a table showing lateral displacement at 1.5 seconds after BOS for each
steering maneuver conducted with a steering wheel angle of 1.0 ∗ δref, or greater.

(18) Compare the observed IYRR, YYR, LAR, and lateral displacement results to
vehicle requirements as stated in the vehicle test plan.

b. Present a table showing yaw rate and lateral acceleration decay (indicated by IYRR at
1.50 seconds after BOS and YRR and LAR each at 0.75 and 1.50 seconds after COS) for each

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steering maneuver conducted. Include lateral displacement results in the table. A sample SWD
data table is provided as TABLE 8.

TABLE 8. SAMPLE SWD DATA TABLE, VEHICLE XX, SWD RESULTS

IYRR YRR YRR LAR LAR

@ 1.50 MAX YAW MAX LAT.
@0.75 @1.50 @0.75 @ 1.50 LAT.
SWA seconds RATE, ACCEL.,
seconds seconds seconds seconds DISP.
after BOS REVERSAL after COS after COS
REVERSAL
after COS after COS
[degree] % of peak [degree/s] % of peak % of peak [g] % of peak % of peak [ft]
Left Initial Steer
60 10.8 16.8 12.7 0.4 0.45 6.9 -2.8 -2.66
90 0.8 24.8 0.9 5.8 0.54 23.9 5.2 -3.81
120 18.6 33.9 21.9 15.7 0.57 101.6 117.3 -4.88
135 20.7 38.5 24.3 -4.3 0.66 102.9 42.6 -5.13
Right Initial Steer
60 7.5 -14.8 8.8 -1.0 -0.43 0.3 -2.9 2.89
90 3.7 -25.6 4.4 2.3 -0.56 14.2 5.3 3.64
150 28.4 -42.8 33.4 1.7 -0.61 100.3 4.0 5.76

SWA = steering wheel angle

IYRR = initial yaw rate ratio
BOS = beginning of steer
YRR = yaw rate ratio
COS = completion of steer
LAT = lateral
LAR = lateral acceleration ratio

c. Graphically present the vehicle yaw rate versus time and lateral acceleration versus
time for each steering maneuver and for each configuration tested. Additional plots may be
presented to show metrics such as roll rate, lateral displacement, vehicle side slip at points of
interest such as the vehicle CG or axles, and brake application pressures, as desired. Sample
SWD data plots are provided as Figure 8 through Figure 10.

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Figure 8. Sample SWD yaw rate plot.

Figure 9. Sample SWD lateral acceleration plot.

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Figure 10. Sample SWD roll angle plot.

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Figure 11. Sample SWD position plot.

6.4 J-Turn Test.

The J-turn data post-processing and presentation procedures are conducted in accordance with
FMVSS No. 136, available through the Federal Register, and the NHTSA Laboratory Test
Procedure for FMVSS No. 136. Supplemental data in lieu of engine torque output and driver
requested torque output data from the J1939 data bus may be required. Anomalies may exist in
the data bus results. Supplemental data may consist of throttle position and vehicle longitudinal
acceleration. Test engineer expertise may be instrumental in the post processing and
presentation of engine torque reduction data. A sample J-turn results table is presented in
TABLE9 and sample J-Turn plots are shown in Figure 12 and Figure 13.

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TABLE 9. SAMPLE J-TURN DATA TABLE

Speed at 3 s Speed at 4 s
Run
km/hr mph km/hr mph
Right Steer
1 34.1 21.2 33.9 21.1
2 34.1 21.2 33.7 20.9
3 27.7 17.2 27.4 17.0
4 30.8 19.2 30.2 18.8
5 30.6 19.0 30.7 19.1
6 35.8 22.2 34.7 21.6
7 33.8 21.0 33.6 20.9
8 32.5 20.2 32.8 20.4
Left Steer
1 36.6 22.7 36.5 22.7
2 35.0 21.8 32.8 20.4
3 35.4 22.0 34.9 21.7
4 31.6 19.6 31.0 19.3
5 32.9 20.5 31.7 19.7
6 36.0 22.4 35.1 21.8
7 33.3 20.7 33.0 20.5
8 33.6 20.9 33.3 20.7

Figure 12. Sample J-Turn roll stability test plot.

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Figure 13. Sample J-Turn throttle reduction test plot.

6.5 Electronic Stability Control (ESC) Malfunction Telltale and Symbol.

Present observations in narrative and tabular form, as appropriate.

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APPENDIX A. PRE-TEST PROCEDURES.

The Pre-Test Brake Conditioning procedure is performed prior to any road tests. Mass
Estimation and Tire Conditioning procedures are performed prior to initiating the SIS test. Mass
Estimation, Brake Conditioning, and Tire Conditioning procedures are performed prior to
initiating the SWD test and J-Turn test.

A.1. PRE-TEST BRAKE CONDITIONING.

Brake performance of light, medium, and heavy trucks affects ESC capability. To ensure brakes
are operating as effectively as possible, the FMVSS No. 12114 brake burnish procedure should be
performed, consisting of 500 brake snubs from 40-20 mph at a deceleration of 10 ft/s/s. If the
burnish procedure was performed for other brake testing prior to ESC testing using the same
brake linings and components, the burnish procedure does not need to be repeated.

A.2. MASS ESTIMATION.

Some truck ESC systems require a mass estimation procedure be conducted to compensate for
payload conditions. If available, follow the manufacturer recommended process prior to SIS and
SWD testing. If a manufacturer process is not provided, accelerate the vehicle to 40 mph and
decelerate at 0.3-0.4 g to a full stop. Repeat the process two more times. If the vehicle engine is
shut down at any point, the mass estimation procedure must be repeated prior to testing.

A-3. BRAKE CONDITIONING (IMMEDIATELY PRIOR TO SWD TESTING).

a. Verify, and if necessary, inflate the tires to the vehicle manufacturer’s recommended
cold inflation pressures. Record the measured pressure in each tire.

b. Energize the data acquisition system. Set the data acquisition system so that vehicle
longitudinal acceleration can be observed on the system’s display by the test driver.

c. Condition brakes using successive 40-20 mph (0.3 g deceleration) brake snubs until
the vehicle brake temperatures are within a range of 150-200 degrees.

A.4. TIRE CONDITIONING (IMMEDIATELY PRIOR TO SIS AND SWD TESTING).

Tire conditioning is required to wear away mold sheen and achieve tire operating temperatures
immediately before executing the SIS and SWD test maneuvers.

a. Verify, and if necessary, inflate the tires to the vehicle manufacturer’s recommended
cold inflation pressures. Record the measured pressure in each tire.

b. Energize the data acquisition system. Configure the data acquisition system so the
vehicle’s measured lateral acceleration can be observed on the system’s display by the test
driver.

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APPENDIX A. PRE-TEST PROCEDURES.

c. Drive two (2) complete circles to the left and two (2) complete circles to the right at a
speed that results in 0.1 g lateral acceleration (approximate 200 ft radius at 20 mph).

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APPENDIX B. ABBREVIATIONS.

ABS anti-lock braking system

AEC U.S. Army Evaluation Center
ASTM American Society for Testing and Materials
ATEC U.S. Army Test and Evaluation Command

BOS beginning of steer

°C degrees Celsius
CG center of gravity
cm centimeter
COS completion of steer

DAS data acquisition system

ESC electronic stability control

FMVSS Federal Motor Vehicle Safety Standard

FR Final Rule

GVW gross vehicle weight

Hz hertz

ISTVS International Society of Terrain Vehicle Systems

IYRR initial yaw rate ratio

JLTV Joint Light Tactical Vehicle

kg kilogram
km/hr kilometers per hour
kPa kilopascals

LAR lateral acceleration ratio

lb pound
lb-ft pound-foot
LD lateral displacement
LOC loss-of-control

m meter
m/s meters per second
mm millimeter
mph miles per hour

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APPENDIX B. ABBREVIATIONS.

N-m Newton-meter
NHTSA National Highway Traffic Safety Administration

PFC peak friction coefficient

PR Proposed Rule
psi pounds per square inch

RSC roll stability control

SAE Society of Automotive Engineers

SIS Slowly Increasing Steer
SR Safety Release
SWA steering wheel angle
SWD Sine-With-Dwell

TCS traction control system

TIN tire identification number
TOP Test Operations Procedure
TP Test Procedure
TSARC Test Schedule and Review Committee

YRR yaw rate ratio

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APPENDIX C. REFERENCES.

1. SAE International Surface Vehicle Recommended Practice J2564, Automotive Stability

Enhancement Systems, Nov 2017.

2. Preliminary Regulatory Impact Analysis, FMVSS No. 136 Electronic Stability Control
Systems on Heavy Vehicles, U.S. Department of Transportation, National Highway Traffic
Safety Administration, May 2012.

3. ASTM E1337-90 (2012), Standard Test Method for Determining Longitudinal Peak
Braking Coefficient of Paved Surfaces Using Standard Reference Tire, ASTM International,
2012.

4. ASTM E 1136-10, Standard Specification for P195/75R14 Standard Reference Test Tire,
ASTM International, 2010.

5. SAE International Surface Vehicle Recommended Practice J2180, A Tilt Table

Procedure for Measuring the Static Rollover Threshold for Heavy Trucks, 17 May 2011.

6. FMVSS No. 126, Electronic stability control systems. Code of Federal Regulations, Title
49, Subtitle B, Chapter 5, Part 571, Subpart B, Section 571.126.

7. FMVSS No. 136, Electronic stability control systems for heavy vehicles. Code of
Federal Regulations, Title 49, Subtitle B, Chapter 5, Part 571, Subpart B, Section 571.136.

8. TP-126-03, Laboratory Test Procedure for FMVSS No. 126, Electronic Stability Control
Systems, U.S. Department of Transportation, National Highway Traffic Safety
Administration, Sept 2011.

9. Annex S, Modification to DOT-TP-126-3 to Purchase Description for Joint Light Tactical

Vehicle, Version 3.0.3, November 9, 2012.

10. Section 571.136, Electronic stability control systems for heavy vehicles. Standard No.
136, Federal Register / Vol. 77, No. 100 / Wednesday, May 23, 2012 / Proposed Rules.

11. Electronic Stability Control Testing of Military Wheeled Vehicles, Duplan, B., Schultz,
G., International Society of Terrain Vehicle Systems (ISTVS), 8th Americas Regional
Conference Proceedings, Sept. 2016.

12. TP-136-00, Laboratory Test Procedure for FMVSS No. 136, Electronic Stability Control
Systems for Heavy Vehicles, U.S. Department of Transportation, National Highway Traffic
Safety Administration, Dec 2015.

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APPENDIX C. REFERENCES.

13. FMVSS No. 101, Controls and Displays. Code of Federal Regulations, Title 49, Subtitle
B, Chapter 5, Part 571, Subpart B, Section 571.101.

14. FMVSS No. 121, Air Brake Systems. Code of Federal Regulations, Title 49, Subtitle B,
Chapter 5, Part 571, Subpart B, Section 571.121.

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APPENDIX D. APPROVAL AUTHORITY.

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Forward comments, recommended changes, or any pertinent data which may be of use in
improving this publication to the following address: Policy and Standardization Division
(CSTE-TM), U.S. Army Test and Evaluation Command, 6617 Aberdeen Boulevard, Aberdeen
Proving Ground, Maryland 21005-5001. Technical information may be obtained from the
preparing activity: Automotive Directorate (TEDT-AT-AD), U.S. Army Aberdeen Test Center,
400 Colleran Road, Aberdeen Proving Ground, Maryland 21005. Additional copies can be
requested through the following website:
https://www.atec.army.mil/publications/documents.html, or through the Defense Technical
Information Center, 8725 John J. Kingman Rd., STE 0944, Fort Belvoir, VA 220606218. This
document is identified by the accession number (AD No.) printed on the first page.