Global Development Instruction

Issued by

GDI 964-09
Page

1780 Christopher Bender

Issue

Valid from 2004-10-27 CL

1(27)

Brake System Performance Testing for Air-Brake-Equipped Commercial Vehicles

For use with vehicles marketed in North America only

Orientation
This Global Development Instruction replaces Vehicle Development Lab Procedure 3.07, used at the site formerly known as Mack Trucks Vehicle Development Lab.

Contents
1 2 3 Scope .......................................................................................................................................................... 2 Application ................................................................................................................................................... 2 Reference.................................................................................................................................................... 2

4 Definitions ....................................................................................................................................................... 3 5 Test Equipment and Facilities ........................................................................................................................... 3 6 Test Conditions ............................................................................................................................................... 5 7 TEST ACTIVITY ............................................................................................................................................... 6 7.7 STOPPING-DISTANCE TESTING, LOADED ................................................................................................. 9 8 DATA ANALYSIS AND REPORTING .............................................................................................................. 14 Appendix A: Basic Vehicle Configuration Datasheet ............................................................................................ 15 Tire Specifications ............................................................................................................................................. 15 Test Vehicle VIN ............................................................................................................................................... 16 Test Dates ........................................................................................................................................................ 16 Foundation Brakes Specifications ....................................................................................................................... 16 Appendix B: Auxiliary Axle Equipment Datasheet ................................................................................................ 17 Tire Specifications ............................................................................................................................................. 17 Test Vehicle VIN ............................................................................................................................................... 18 Test Dates ........................................................................................................................................................ 18 Foundation Brakes Specifications ....................................................................................................................... 18 Appendix C: Brake-Burnish Datasheet (Continued on next page) ......................................................................... 19 Appendix D: Brake-Lining Contact-Pattern Inspection Datasheet .......................................................................... 22 Stop #: .......................................................................................................................................................... 23 Time of Stop: ................................................................................................................................................. 23 Temperatures before stop (F) ........................................................................................................................... 23 Temperatures after stop (F) .............................................................................................................................. 23 Stop #: .......................................................................................................................................................... 23 Time of Stop: ................................................................................................................................................. 23 Temperatures before stop (F) ........................................................................................................................... 23 Temperatures after stop (F) .............................................................................................................................. 23 Stop #: .......................................................................................................................................................... 23 UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 2(27)

Time of Stop: ................................................................................................................................................. 23 Temperatures before stop (F) ........................................................................................................................... 23 Temperatures after stop (F) .............................................................................................................................. 23 Appendix F: Stability During Braking Testing Datasheet ....................................................................................... 24 Number of Cones Knocked over for each consecutive stop at given speed ........................................................... 24 Appendix G: Parking-Brake Testing Datasheet .................................................................................................... 25 APPENDIX H: Description of test facilities, equipment and associated procedures specific to the Mack Trucks, Inc.s EDTC in Allentown, Pennsylvania ...................................................................................................................... 26

1 Scope
This document describes the procedures to be used to evaluate the brake-system performance of an air-brakeequipped vehicle and to determine its compliance with the requirements of U.S. Federal Motor Vehicle Safety Standard (FMVSS) 121 (specified in 49CFR571.121), and Canada Motor Vehicle Safety Standard (CMVSS) 121. Specifically, procedures are given for conducting a brake burnish, testing air-brake timing, and evaluating stopping distance, braking stability and control, and parking-brake performance. It should be noted that this procedure outlines only the most commonly performed tests, and does not include all of the brake system requirements mandated by FMVSS-121 and CMVSS-121. Notably absent from this procedure are the verification of proper equipment. The presence of such equipment is the responsibility of design engineering. SAE Recommended Practice J1626 specifies a procedure for conducting this type of testing. This document should be referred to for additional insight and/or clarification on the test procedures. This document does not contain the performance requirement for the various tests described. For these requirements, refer to the associated section(s) of Mack Specification 832GS121. In the event of conflict between this document and 832GS121, 832GS121 shall take precedence. This document does not purport to describe all of the possible safety issues that may exist when conducting the procedures described herein. It is the responsibility of those following these procedures to recognize potential safety risks to personnel and property, and to establish and follow prudent practices to mitigate such risks.

2 Application
X Volvo 3P Powertrain This GDI applies to Manufacturing X Customer Engineering Aftermarket Others

3 Reference
GDIs online 49CFR571.121 - Air Brake Systems SAE Recommended Practice J1626 - Braking, Stability, and Control Performance Test Procedures for Air-Braked Trucks, June 1999. SAE Recommended Practice J299 Stopping Distance Test Procedure, September 1993. Mack Trucks, Inc., General Engineering Specification 832GS121 Air Brake Systems MVSS 121 & FMCSR, Subpart C, Revision AG, 9 June 2004. UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 3(27)

U.S. Department of Transportation, National Highway Traffic Safety Administration, Laboratory Test Procedure for MVSS121 Vehicles, Air Brake Systems (TP-121V -05). 12 March 2004. ASTM International Test Method E1337-90, Standard Test Method for Determining Longitudinal Peak Braking Coefficient of Paved Surfaces Using a Standard Reference Test Tire, Reapproved 2002. ASTM International Specification E1136-93, Standard Specification for a Radial Standard Reference Test Tire, Reapproved 2003.

4 Definitions
Refer to 832GS121 for basic definitions. Some additional definitions and/or clarifications are given below. Control-trailer shall be defined as a single-axle semi-trailer, with GAWR of 18,000 pounds, capable of accepting a ballast-weight system located principally over the kingpin. The center of gravity of said ballast-weight system shall be located no greater than 24 inches above the control-trailer-to-fifth-wheel interface-surface. The length of the controltrailer measured from the transverse centerline of the axle to the kingpin shall be 2586 inches. The control-trailer shall either be equipped with no brake system, or be equipped with a brake system capable of being disabled during the test procedures described in this document. Snub shall be defined as a moderate treadle application made from an initial vehicle speed of 40 MPH that results in 2 the vehicle slowing at a rate of 10 feet/sec to a final speed of 20 MPH. The transmission should be in a gear appropriate for the initial speed (Drive is acceptable for automatic transmissions.). All auxiliary retarding devices must be disabled. Treadle shall be defined as the device designed to be operated by the drivers foot for the purpose of operating and modulating the vehicles service and emergency brake systems. Initial Brake Temperature (IBT) shall be defined as the average temperature of the service brakes on the hottest axle of the vehicle 0.2 miles before any brake application. Peak Friction Coefficient (PFC) shall be defined as the ratio of maximum value of longitudinal force to simultaneous vertical force occurring prior to wheel lock-up, as braking torque is progressively increased.

5 Test Equipment and Facilities

A brake-timing testing system capable of measuring and recording brake chamber pressures as a function of time, following an indication of treadle movement, is required to test brake timing. To perform a brake-burnish, a circular track that will allow the vehicle to be operated continuously for 500 miles is required. The configuration must be such that no use of the vehicles brake system is required other than during the snubs. An accelerometer, installed so it is visible to driver, capable of reading longitudinal acceleration (positive and negative) of the vehicle, is also required to perform a brake burnish. Thermocouples and a read-out device to be mounted in the vehicle, visible to driver, are required for almost all procedures. For straight-line service and emergency stopping-distance testing, a 12 feet wide roadway with peak friction coefficient (PFC) of not more than 0.9 (dry Portland cement or equivalent surface) and length of at least 1000 feet is required. The PFC shall be measured in accordance with ASTM Method E1337-90, using a standard reference tire as defined by ASTM Specification E1136-93. There must be adequate room adjacent to this area to accelerate the vehicle to 60 MPH. The test area shall be flat within 1% grade in all directions.

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 4(27)

Speed and distance measuring equipment, with read-out visible to the driver is required for stopping-distance testing. The equipment must be capable of monitoring treadle movement and then recording distance traveled following a treadle application. This equipment must be calibrated daily to maintain an accuracy of 3 feet over 1000 feet. For low-speed curved stopping distance testing, a surface having peak friction coefficient (PFC) of 0.5 in the shape of a 500 feet arc with marks placed every 20 feet in such a way that defines a 12-foot wide lane with a 500-foot radius, is required. The PFC shall be measured in accordance with ASTM Method E1337-90, using a standard reference tire as defined by ASTM Specification E1136-93. The test area shall be flat within 1% grade in all directions. For the grade-holding parking-brake testing, a sloped surface of 20% grade (+0, -1%) is required. For draw-bar parking-brake testing, a test area with a defined pulling lane and an anchor post is required. The test area shall be flat within 1% grade in all directions. For draw-bar parking-brake testing, a means to apply a longitudinal pulling force to the vehicle of up to 20,000 lb., and to move it approximately four feet at a rate of one foot per minute is required. In addition, a means to record the amount of load applied and the distance the vehicle has been moved is required. A slow-speed brake-dynamometer is required for brake-torque testing.

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 5(27)

6 Test Conditions
The ambient temperature during all testing shall be between 32F and 100F. Wind speed shall be no greater than 15 mph during any part of the testing. Stops must not be made with a tail-wind component in excess of 5 MPH. Straight-line stopping distance testing is not permitted during any rain or snow. The brake-burnish procedure is recommended to be performed in dry conditions, but is permitted during light rain (misting) only. All vehicle opens (doors, windows, hood, etc.) must be closed except as required for instrumentation purposes. Unless otherwise specified, the brake control can be applied and modulated at any desired rate. For truck-tractor testing using the control trailer, a 50 in reservoir shall be attached to the tractors control glad-hand, and the supply glad-hand shall be plugged. The tractor-protection valve shall be in the bobtail position for bobtail tests, and in the towing position for procedures using the control trailer. Tires must be inflated to the pressure specified by the vehicle manufacture for the Gross vehicle weight rating (GVWR), measured cold (at the beginning of each day of testing). Individual brake lining temperatures shall be less that 200 F when slack-adjusters are being checked and/or adjusted. Vehicles equipped with differential and/or inter-axle locking system(s), and/or with a front-axle drive system, capable of being manually engaged by the driver, shall be tested with such system(s) disengaged. The driver may steer as necessary to stay within the lane. Vehicle speed is to be +0/2 mph of the specified test speed. All switchable auxiliary retarding devices shall be disabled.
3

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 6(27)

7 TEST ACTIVITY
7.1 GENERAL This procedure can be completed in its entirety, or an individual test, or combination of tests can be conducted to satisfy the specific requirements of the project. When complete vehicle compliance is to be demonstrated, the individual procedures must be carried out in the order presented in this document.

7.2 AIR BRAKE TIMING 7.2.1 GENERAL The purpose of this procedure is to evaluate the time required to apply and release a vehicles service brakes from the point of initial brake pedal movement. Quantitatively, this is specified as the amount of time required to achieve 60 PSI in a brake chamber during treadle application with an initial reservoir pressure of 100 PSI, and for release, the amount of time required for a chamber to exhaust from 95 to 5 PSI in the brake chamber upon releasing the brake pedal. This testing can be done in any state of load, and regardless of whether the brakes have been burnished. This procedure should be completed prior to conducting any stopping distance or braking stability and control tests. It must be repeated after making any changes to the vehicles pneumatic brake system to verify that the vehicle meets the Federal timing requirement for brake application and release.

7.2.2 TEST PREPARATION The vehicle should be inspected to verify proper brake adjustment, and to insure that the vehicle was built with the proper brake chambers, slack adjusters, air line sizes, and ABS hardware. Brake adjustment should be made manually, even on vehicles equipped with automatic slack adjusters. Unless directed otherwise, chamber stroke should be adjusted to between 1-3/8 and 1-1/2 measured at the clevis pin, during a full-treadle application with the vehicle supplied with a regulated air pressure of 85 PSI.

7.2.3 PROCEDURE Install T-fittings and pressure transducers and quick-couplers at each of the vehicles service-brake chambers and 3 also into the vehicles wet tank, and if applicable, to a 50 in reservoir connected to the trailer service line to simulate the additional volume of a trailer air system. Connect the timing testing system to shop area as well as the to the vehicles wet tank. Install and connect pedal-movement sensor. Operate the brake-timing testing system according to that manufacturers recommendations. Generally speaking, this will involve making a series of treadle applications and releases, as directed by the testing system.

7.3 VEHICLE PREPARATION

7.3.1 DOCUMENTATION OF VEHICLE CONFIGURATION Fill out a copy of Appendix A, Basic Vehicle Configuration Datasheet. For a basic vehicle with up to three axles, complete only Appendix A. For vehicles with more than three axles, also fill out a copy of Appendix B, Auxiliary Axle Equipment Configuration Datasheet. Up to three auxiliary axles can be described on this datasheet. Use additional copies of this datasheet as required.

7.3.2 INSTALLATION OF ACCELEROMETER UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 7(27)

Install an accelerometer in the vehicle that is visible to the driver, for the purpose of measuring the vehicles longitudinal acceleration. This might be installed on the dashboard or on the windshield. Adhere to the equipment manufacturers documentation concerning mounting, because generally speaking, an accelerometer is affected by the angle of installation.

7.3.2 INSTALLATION OF THERMOCOUPLES

Install thermocouples at each wheel location as shown in TP121V04. Connect the thermocouples to a read-out device installed inside the vehicle, visible to the driver. It is recommended to replace the brake friction material (shoes or pads) and contact elements (drums or discs) at the time that the thermocouples are installed.

7.3.3 INSTALLATION OF FAILURE-SIMULATING DEVICES For the stopping distance testing, it is required to have the ability to simulate different failure conditions, controllable by the driver while operating the vehicle. These conditions are a failed primary reservoir, failed secondary reservoir, and a failed primary control line, and in the case of a truck-tractor, or a truck capable of pulling a full trailer equipped with air-brakes, a vented trailer control line and supply line. This is accomplished by installing an electrically operated solenoid valve in a suitable point of the vehicles air system to achieve each of the desired simulated failure conditions. Then install and connect a bank of suitably labeled switches in the cab, within reach of the driver while the vehicle is in operation. For a failed primary reservoir, secondary reservoir, and primary control line, each switch is to operate one solenoid. For the vented trailer control and supply lines, only one switch is needed to control two solenoids simultaneously.

7.3.4 TIRE PRESSURES The tire pressures should be set to the pressure recommended by the vehicle manufacturer for the GVWR, unless otherwise directed by the project engineer. Tire pressures should be checked and adjusted daily before any test activity takes place.

7.4 VEHICLE LOADING 7.4.1 GENERAL A loaded vehicle is required to do a brake burnish, and to do many of the other test activities. Refer to the section of interest to verify the need for a loaded vehicle.

7.4.2 PROCEDURE In the case of a truck, load the vehicle to its GAWRs or to its GVWR (if lower than the sum of GAWRs) using test weights. The test weights should be located such that the height of the center of gravity of the loaded vehicle is approximately that as would be the case in the vehicles intended application. If the intended application of the vehicle is unknown, it is recommended that the vertical location of center of gravity of the test weights be between 70 and 75 inches above the ground. This loading is suitable for brake burnishing and brake-performance testing.

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 8(27)

In the case of a truck-tractor, install a control-trailer and test weights. For the brake-burnish procedure, adjust the loading such that the GCVW of the tractor and trailer combination equals the GVWR of the tractor. The weight should be distributed on the trailer so that the trailer axle is loaded to 4500 lb., and the truck-tractors axles are loaded proportionally to their GAWR to achieve a GCVW equal to the GVWR of the truck-tractor only. For example, a 6X4 truck-tractor with a 12,000 lb. front axle and 34,000 lb. tandem, in combination with the control-trailer should be loaded to 10,825 lb. on the front axle, 30,675 lb. on the tandem, and 4500 lbs. on the control-trailer axle, for a GCVW of 46,000 lb. This loading is suitable for brake burnishing only. For brake-performance testing, the loading of a truck-tractor should be adjusted so that each axle is loaded to its GAWR (or proportionally less if the truck-tractors GVWR is less than the sum of its GAWRs) and the control-trailer axle is loaded to 4500 pounds.

7.5 BRAKE BURNISH

7.5.1 GENERAL A brake burnish is required prior to performing any other type of brake testing, except brake-timing testing. The purpose of the burnish is to provide a good wear-in between the brake friction material and the brake friction elements. The brake burnish is achieved by performing 500 snubs. In order to obtain and maintain the highest possible brake operating temperature, it is required to complete the brake burnish in no longer than three working days, weather permitting. Ideally, 250 snubs should be completed in one day, a mid-burnish inspection completed, and the remaining 250 snubs completed in one more day. Practically, this requires a team of at least two drivers, so that a driver can have a break, but burnishing can be completed with no significant breaks during which cool-down might occur. Do not burnish during any significant rainfall, snow, ice, etc. A slight mist is acceptable for burnishing.

7.5.2 TEST PREPARATION If applicable, defeat the operation of any auxiliary retarding devices such as engine-brakes, electric-retarders, etc. Ensure that the vehicle has been loaded as described in section 7.4.

7.5.3 PROCEDURE Begin operating the vehicle on the test track, and determine the highest gear appropriate for a speed of 40 mph.

Operating in the gear as determined above, begin the burnish sequence by performing a snub. During the snub, 2 monitor the acceleration and adjust the force applied to the treadle to achieve a 10 feet/sec rate of acceleration. If 2 the vehicle is unable to decelerate at a rate of 10 feet/sec , then complete the snub at the vehicles maximum deceleration rate. Release the treadle, accelerate the vehicle to 40 MPH, and perform the snub in the same manner, at a location one mile from the initial point of the previous snub. If the vehicle can not attain a speed of 40 MPH in one mile, continue to accelerate until the vehicle reaches 40 MPH or until the vehicle has traveled one-and-half miles from the initial point of the previous snub (whichever occurs first), and then begin the next snub. Continue to make snubs in this manner. At the completion of the 25 snub, the vehicle should be brought to a complete stop, and the brake lining temperatures recorded on the Brake Burnish Data Sheet, Appendix C. These temperatures should be recorded after th each group of 25 snubs, and all driver breaks should occur after a 25 snub rather than within any 25 snub sequence. Attempt to minimize or eliminate driver breaks within a group of 125 snubs.
th

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 9(27)

The brakes can be checked and manually adjusted up to three times during the 500 snub procedure. This is typically th th th performed after the 125 , 250 and 375 snub. Increasing slack-lever stroke is not generally considered an adjustment. The apparent need to increase slack-lever stroke would indicate a problem that should be diagnosed and corrected. Decreasing slack-lever stroke is the only acceptable adjustment, and should only be done if automatic slack-adjusters show a tendency to increase slack lever stroke during the burnish. All brake adjustments should be noted on the data sheet. A mid-burnish inspection is recommended. After the 250 snub, the drums should be removed, the brake dust vacuumed, thermocouples reset to .040 inches, and the general condition of the vehicle inspected for conditions such as leaking wheel-seals, etc. After the completion of 500 snub, the drums should be removed, the brakes vacuumed, and the thermocouples reset to .040 inches. Before reinstalling the brake drums, complete the Brake-Lining ContactPattern datasheet provided in Appendix D. Up to three axles can be described on this datasheet. Use additional copies of this datasheet as required, if the vehicle has more than three axles. Then reinstall the drums and wheels, and perform a final brake adjustment. In the case of a truck-tractor, adjust the vehicle loading to the test weight, as described in Section 6.4. The vehicle is now ready for subsequent test procedures.
th th

7.6 BRAKE DYNAMOMETER TESTING 7.6.1 GENERAL A low-speed brake dynamometer can be used to measure brake retardation force as a function of brake application pressure. This is useful in evaluating the overall performance of the brake system, determining brake balance for the complete vehicle, and in diagnosing brake-performance problems. This test is not required for FMVVSS121 compliance, but may be performed for informational purposes as part of a complete compliance test or as a standalone activity. 7.6.2 TEST PREPARATION The vehicle must be loaded and a brake burnish performed, to obtain best results. The wheels of an unloaded vehicle will most likely slip on the rollers of the brake dynamometer before full system pressure can be reached.

7.6.3 PROCEDURE Drive the vehicle onto the brake dynamometer, and obtain data for one axle at a time. Connect instrumentation and operate the brake dynamometer according to manufacturer's recommendations. Generally speaking, a graph and/or table of brake force as a function of application pressure, should be expected from a brake dynamometer.

7.7 STOPPING-DISTANCE TESTING, LOADED

7.7.1 GENERAL This procedure provides a method to evaluate the stopping distance performance of an air-brake-equipped vehicle under specific test conditions mandated by FMVSS-121.

7.7.2 TEST PREPARATION UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 10(27)

Prior to performing a stopping distance test, the vehicles brakes should be burnished per section 6.5, and the brake timing should be verified per section 6.2. The brake adjustment should also be checked and adjusted per manufacturers recommendations. In the case of a truck, the vehicle should be operated at the GVW that was used during the brake burnish. In the case of a truck-tractor, the combination vehicle loading must be adjusted to GVWR on the tractors axles plus 4500 lb. on the axle of the control trailer. Prior to testing, verify that the test surface is clean and dry.

7.7.3 TEST PROCEDURE Complete the heading portion of a copy of Appendix E, Stopping Distance Testing datasheet. Warm the brakes by either dragging or performing snubs, until an Initial Brake Temperature of between 150 and 200F has been achieved. Record all of the initial brake temperatures on the datasheet. Set up a videotape recorder in preparation for recording the stopping event. Accelerate the vehicle to an initial speed of 60 MPH, and drive to the center of the defined test lane. If the vehicle is unable toe achieve 60 MPH, use a lower initial speed that is a multiple of 5 MPH. As the vehicle approaches the test area, the operator of the video camera should begin recording, and pan as needed to keep the view centered on the vehicle throughout the stopping event. Shift the transmission to neutral or disengage the clutch. Then make a fulltreadle application, and steer the vehicle as required to stay within the 12-foot-wide lane. When the vehicle has come to a complete stop, record the initial speed and the stopping distance on a copy of Appendix E, Stopping Distance Testing Datasheet. Comment on any wheel lock-up or steering correction required to stay in the lane. Allow the brakes to cool until the required initial brake temperature has been achieved. Record these temperatures. Accelerate the vehicle and perform another stopping event. Repeat this to produce six fullservice stopping event tests. Use additional copies of Appendix E as required to record all data. In the case of a truck only, the emergency brake system must be tested with the following procedure. No emergency brake testing it to be performed on a loaded truck-tractor. Again allow the brakes to cool to the required initial brake temperature, and record these temperatures. Accelerate the vehicle again, and initiate a simulated failure of the secondary reservoir. Wait for the vehicles low pressure warning system to activate, and then within five seconds, initiate the stop, using the same procedure for a fullservice brake stop. Record the initial speed and stopping distance. Use additional copies of Appendix E as required to record all data. Allow the brakes to cool, and repeat this process fi ve times. In turn, repeat this procedure for a failed primary reservoir and then a failed primary control line. Six stops in each operating condition should be performed.

7.8 BRAKING STABILITY AND CONTROL, LOADED

7.8.1 GENERAL This procedure provides a method to evaluate the stability and control of a vehicle during braking. Prior to performing a Braking Stability and Control test, the vehicles brakes should be burnished, and the brake timing should be verified.

7.8.2 TEST PREPARATION Inspect the test surface, and clear any debris or gravel. Verify that the test surface has been calibrated to provide the required PFC.

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 11(27)

Using traffic cones placed approximately every 20 feet, define a 12-foot wide curved lane with a radius of 500 feet on the test area. Apply and maintain water delivery to the test area during all testing.

7.8.3 TEST PROCEDURE With the vehicle centered in the lane, make a full brake application stop from an initial speed of 30 mph. Make the brake application after the front of the vehicle is at least 60 ft. into the curved lane. The operator of the video camera should capture the vehicles approach, and pan as required to maintain a view centered on the vehicle as it enters the curve and comes to a stop. At the completion of the stop, record the initial speed, and any deviation from the 12foot-wide lane, by recording the number of cones knocked over. Stopping distance is not required, but can be recorded for reference. Repeat this procedure three times. Although 30 MPH is the highest speed required by FMVSS121 and CMVSS121, it may be of interest determine the margin of performance of the test vehicle. To do this, repeat the testing with an increase in approach speed of the vehicle of one MPH. Repeat this procedure until it is no longer possible to achieve three consecutive in-lane stops. Warning: As the vehicle speed is increased, care should be taken to be sure that an out -of-control vehicle would remain in the test area. Do not use speeds that will unduly risk the having the vehicle leave the test area.

7.9 PARKING-BRAKE PERFORMANCE TESTING, LOADED 7.9.1 GENERAL This procedure is intended to evaluate the vehicles parking-brake system. The procedure applies to trucks and truck-tractors. There are two methods available to accomplish this. These are the grade-holding test, and the drawbar test. The grade-holding test is performed on a complete vehicle, while the draw-bar test is performed on one axle at a time. The decision on which of type of testing to perform should be discussed with the responsible project engineer. 7.9.2 Test Preparation Prior to performing a Parking Brake Grade Holding test, the vehicles brakes should be burnished per section 6.4. Insure that the vehicle is loaded to its GVWR in the case of a truck or, in the case of a combination vehicle of a trucktractor with unbraked control trailer, to GVWR on the truck-tractor plus 4500 lb. on the axle of the control trailer. Verify proper brake adjustment. Inspect the test surface, and clear any debris or gravel.

7.9.3 GRADE-HOLDING TEST PROCEDURE By dragging the brakes or by performing snubs, achieve an initial brake temperature of between 150 and 200F. Ascend the 20% grade, and stop the vehicle on the grade using the service brakes. With the service brakes applied to the minimum level necessary to hold the vehicle stationary, place the transmission in neutral, turn off the engine, and apply the parking brakes. Slowly release the service brakes, and note any vehicle movement from its original location for the next 5 minutes. Record findings on a copy of Appendix G, Parking-Brake Testing Datasheet. Verify that the brake temperatures are within the acceptable range; warm them again if required. Repeat the above procedure with the test vehicle parked in the opposite direction. UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 12(27)

7.9.4 DRAW-BAR TEST PROCEDURE Disable the parking-brakes of all axles other than the one being testing. Position the vehicle on the draw-bar test area, and connect the vehicle to the pulling equipment, using chains, cables, and hooks as needed. Connect the load and distance measuring equipment. Mark the wheels of the axle being tested at four angular positions, equally spaced at 90 apart. Begin operation of data acquisition equipment, and begin pulling the vehicle. Do so at a rate of roughly one to two feet per minute. The maximum permissible speed is four feet per minute. After a minimum of 90 of wheel rotation is observed, stop pulling on the vehicle, and release the parking brake. Record findings on a copy of Appendix G, Parking-Brake Testing Datasheet. Reapply the parking brake and repeat this procedure, to pull the vehicle through another 90 of wheel rotation, using the above procedure. Repeat this procedure two more times, so that four pulls have been completed in that direction, one each at each of the four angular wheel positions. Reverse the direction of the vehicle, and repeat the steps above. Then repeat this procedure for the next axle which is equipped with parking brakes. A total of eight pulls per axle should be performed. Throughout all testing, monitor the brake temperatures. Interrupt the testing as required to warm the brakes to maintain the required IBT. Accomplish this either by dragging the brakes or by performing snubs.

7.10 VEHICLE UNLOADING In the case of a truck, remove the ballast weights. In the case of a truck-tractor, remove the control-trailer, and remove the test reservoir used to simulate a trailer air-system. Perform subsequent tests with the trailer air supply and control defeated.

7.11 STRAIGHT HIGH-SPEED TESTING, UNLOADED Conduct testing as is described in section 6.7. In the case of a truck-tractor, all of the failure modes should be tested as described in section 6.7. In addition, the brake performance with a failure mode of a vented trailer control and supply line must be tested on an unloaded truck-tractor. The test is performed in a similar way, but the activation of the simulated failure must occur at any time not less than one second and not more than one minute before the emergency (failed) stop begins.

7.12 STABILITY AND CONTROL TESTING, UNLOADED Repeat testing as described in section 6.8.

7.13 PARKING-BRAKE TESTING, UNLOADED If the vehicles parking-brake compliance is to be demonstrated with grade-hold testing, then the vehicle must be tested in the unloaded condition. Perform a hill-hold parking-brake test using the procedure given in Section 6.9, only with the vehicle unloaded. If vehicles compliance was demonstrated with draw-bar parking-brake testing, no drawUNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 13(27)

bar testing is to be performed in the unloaded condition.

7.14 FINAL INSPECTION AND EQUIPMENT REMOVAL At the completion of the brake testing, the instrumentation should be removed, including the thermocouples. At this time, it is recommended to again inspect the condition of the brakes, and for any signs of wheel-seal leaks, etc. If any unusual wear or damage is found, the test results are suspect, and it is recommended to repeat the testing with new brake components, after correcting any problems.

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 14(27)

8 DATA ANALYSIS AND REPORTING

Brake timing requirements are specified in 832GS121. Compare test results to those requirements. The stopping distance data recorded in section 6.0 should be compared to the associated requirements given in 832GS121. If the initial speed for a stop was not at exactly at the desired speed, the observed stopping distance can be corrected using the following equation, obtained from SAE Recommended Practice J299:

Corrected Distance

desired speed, normally 60 mph = actual initial speed

Measured Distance

Wheel lock-up events should be compared to applicable requirements given in 832GS121, by reviewing the videotape made during the stopping distance tests. If hill-hold testing was done of the vehicles parking-brake performance, the vehicle must not have moved in the forward or reverse direction to be considered a passing result. Some mechanical wrap-up is permitted as the parking brake becomes effective. If draw-bar testing of parking-brake performance was performed, compare the four peak draw-bar forces in each direction, and select the highest one. Of the highest forces in each direction, then select the lower of the two. Compare this value to requirements specified in 832GS121. An Engineering Report of Validation (ERV) should be prepared that describes the test and summarizes the results. The project folder should include the completed datasheets and the videotape produced during the test. It should also include any datasheets generated by a brake dynamometer test, if applicable.

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 15(27)

Appendix A: Basic Vehicle Configuration Datasheet

Test Vehicle VIN Test Facility Test Dates

Vehicle Make

Vehicle Type Wheelbase

Vehicle Model Color

Axle Configuration Loading Rated As-tested TOTAL Front

Retarder Type Front -Rear Rear-Rear Aux 1 Aux 2 Aux 3

Brake Drums / Rotors Specifications Axle Front Front -Rear Rear-Rear Type Make Part Number Dust Shields ?

Actuation Specifications Axle Chamber Make Chamber Size Slack Adjuster Make Slack Adjuster Length Cam Rotation

Front Front -Rear Rear-Rear

Tire Specifications Axle Front Front -Rear Rear-Rear Make Model Size Air Pressure

Appendix A: Basic Vehicle Configuration Datasheet (continued)

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 16(27)

Test Vehicle VIN

Test Dates Foundation Brakes Specifications

Axle Front Type

Lining Edge Codes Right Leading Anchor Right Leading Cam Size Right Trailing Anchor Right Trailing Cam Manufacturer Left Leading Anchor Left Leading Cam Left Trailing Anchor Left Trailing Cam Type

Front Rear

Right Leading Anchor Right Leading Cam

Size

Right Trailing Anchor Right Trailing Cam

Manufacturer

Left Leading Anchor Left Leading Cam Left Trailing Anchor Left Trailing Cam

RearRear

Type

Right Leading Anchor Right Leading Cam

Size

Right Trailing Anchor Right Trailing Cam

Manufacturer

Left Leading Anchor Left Leading Cam Left Trailing Anchor Left Trailing Cam

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 17(27)

Appendix B: Auxiliary Axle Equipment Datasheet

Test Vehicle VIN Test Dates Brake Drums / Rotors Specifications Axle Aux 1 Aux 2 Aux 3 Type Make Part Number Dust Shields ?

Actuation Specifications Axle Aux 1 Aux 2 Aux 3 Chamber Make Chamber Size Slack Adjuster Make Slack Adjuster Length Cam Rotation

Tire Specifications Axle Aux 1 Aux 2 Aux 3 Make Model Size Air Pressure

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 18(27)

Appendix B: Auxiliary Axle Equipment Datasheet (continued)

Test Vehicle VIN Test Dates Foundation Brakes Specifications Axle Aux 1 Type Lining Edge Codes Right Leading Anchor Right Leading Cam Size Right Trailing Anchor Right Trailing Cam Manufacturer Left Leading Anchor Left Leading Cam Left Trailing Anchor Left Trailing Cam Aux 2 Type Right Leading Anchor Right Leading Cam Size Right Trailing Anchor Right Trailing Cam Manufacturer Left Leading Anchor Left Leading Cam Left Trailing Anchor Left Trailing Cam Aux 3 Type Right Leading Anchor Right Leading Cam Size Right Trailing Anchor Right Trailing Cam Manufacturer Left Leading Anchor Left Leading Cam Left Trailing Anchor Left Trailing Cam

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 19(27)

Appendix C: Brake-Burnish Datasheet (Continued on next page)

Test Vehicle VIN
Snub# 1R 1 25 50 75 100 125 150 175 200 225 250 275 300 325 350 375 400 425 450 475 500 1L 2L

Test Dates
Brake Temperature, F 2R 3L 3R

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 20(27)

Appendix C: Brake-Burnish Datasheet (Continued from previous page)

Test Vehicle VIN

Snub# Date Time (24HR) Odometer Reading

Test Dates
Comments Driver Initials

1 25 50 75 100 125 150 175 200 225 250 275 300 325 350 375 400 425 450 475 500

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 21(27)

Appendix C: Brake-Burnish Datasheet (Continued from previous page)

Test Vehicle VIN Test Dates
Brake Adjustment Record Clevis movement (in inches) at 85 PSI application Adjustment snub # 1L Initial First 0 ---Before After Second Before After Third Before After Final 500 Before After 1R 2L Wheel Location 2R 3L 3R

Brake Adjustment Record (use for auxiliary axles, if applicable) Clevis movement (in inches) at 85 PSI application Adjustment snub # A1L Initial First 0 ---Before After Second Before After Third Before After Final 500 Before After A1R Wheel Location A2L A2R A3L A3R

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 22(27)

Appendix D: Brake-Lining Contact-Pattern Inspection Datasheet

Inspection Performed at: Post Burnish Final Other: (circle) Test #: Vehicle: Date: Mileage: Inspected by: LEADING TRAILING

LEADING Axle 1 (provide description)

CAM

TRAILING

CAM

ANC

ANC

Axle 2 (provide description)

CAM CAM

ANC

ANC

Axle 3 (provide description)

CAM CAM

ANC

ANC

Shade areas where no contact occurred. = No Contact Quantify approx percentage of surface area. Use multiple sheets if more than three axles.

Appendix E: Stopping-Distance Testing Datasheet

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 23(27)

Vehicle: Date: Experimenters: Operating Mode: (Circle One)

_____________________________________ ___________________ _____________________________________ Full Service Failed Primary Reservoir Failed Secondary Reservoir Failed Primary Control Line Vented Trailer Supply & Control Line Loaded? _______

Stop #:
Temperatures before stop (F) 1 2 3 4 5 6

Time of Stop:
7 8 9 10 11 12

STOP DATA
Temperatures after stop (F)

Initial Speed:
1 2 3 4 5 6

Stopping Distance:
7 8 9 10 11 12

Stop #:
Temperatures before stop (F) 1 2 3 4 5 6

Time of Stop:
7 8 9 10 11 12

STOP DATA
Temperatures after stop (F)

Initial Speed:
1 2 3 4 5 6

Stopping Distance:
7 8 9 10 11 12

Stop #:
Temperatures before stop (F) 1 2 3 4 5 6

Time of Stop:
7 8 9 10 11 12

STOP DATA
Temperatures after stop (F)

Initial Speed:
1 2 3 4 5 6

Stopping Distance:
7 8 9 10 11 12

Comments:
_____________________________________________________________________________________________ _____________________________________________________________________________________________ _____________________________________________________________________________________________ _____________________________________________________________________________________________ _____________________________________________________________________________________________ _____________________________________________________________________________________________ ___________________________________________________

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 24(27)

Appendix F: Stability During Braking Testing Datasheet

Vehicle: Date: Experimenters: _______________________________ _________________ _______________________________ Loaded? __________

Number of Cones Knocked over for each consecutive stop at given speed Speed (MPH) 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 1 2 3 Stop Number 4 5 6 7 8 Conclusion (Circle one) Pass or Fail Pass or Fail Pass or Fail Pass or Fail Pass or Fail Pass or Fail Pass or Fail Pass or Fail Pass or Fail Pass or Fail Pass or Fail Pass or Fail Pass or Fail Pass or Fail Pass or Fail Pass or Fail Pass or Fail Pass or Fail Pass or Fail Pass or Fail Pass or Fail

Comments:

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 25(27)

Appendix G: Parking-Brake Testing Datasheet

Vehicle: Experimenters: ___________________________________________________________ ___________________________________________________________

Test Method: Use this section for Hill-Hold only:

Draw -bar or Grade-holding Test (circle one)

Parking Brakes effective on which axle(s) - describe: ___________________________________

Date

Loading GVWR LLVW

Direction Nose up Nose Down

Initial Brake Temperatures (F)

Movement to become still (inches)

Stationary on Grade for 5 minutes? Yes No

R Axle L R

RR Axle L R

Use this section for Draw -Bar only: (Use multiple sheets if parking-brakes on more than one axle): Axle (describe): ___________________________________

Date

Direction

Angular Position

Temperature Before Pull (F) Left Right

Peak Force (pounds)

Temperature after pull (F) Left Right

Duration of pull (minutes)

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 26(27)

APPENDIX H: Description of test facilities, equipment and associated procedures specific to the Mack Trucks, Inc.s EDTC in Allentown, Pennsylvania
Note: The information is presented in the order of the test procedures that require it. For brake-timing testing, a brake-timing testing center has been developed for the VDL. It consists of a personal computer (PC), input/output device, pressure transducers, accelerometer, and unique control software developed for the VDL. The pressure-transducers should be calibrated at least once per year. To operate the system, start up the PC, the auxiliary power supply, and input/output system. Go through the initialization process and zero the pressure transducers, as directed by the on-screen messages. With the system ready, connect the pressure transducers, and initiate a test. In sequence, the driver must make an abrupt treadle application or release, as directed by the equipments status indicating light. Eight timing runs will be taken. At the completion of the eighth run, the data will be displayed, and can then be saved to a file. For the brake burnish, enter the VDLs test track, in a clockwise direction. Begin making snubs, as directed in section 7.5.3. Monitor the brake temperatures throughout the process and attempt to maintain each brake temperature between 450F and 500F. If needed, the specifed one-mile distance between snubs should be increased or decreased (which will adjust the amount of cooling time allowed) to regulate this. Never exceed 550F at any wheel location. A brake-dynamometer is available for hire from Dennis NationaLease of Philadelphia, Pennsylvania. This unit is portable, so it can be used on the property of Dennis NationaLease, or brought to the EDTC. In the event that the test vehicle is to be brought to Dennis NationaLease, it must be trailer or towed (not driven) so that no brake wear occurs other than through the test activities described in this document. To measure speed and distance, a fifth-wheel style (bicycle wheel) speed and distance measuring equipment, with read-out visible to driver, is used. This equipment must be calibrated daily to maintain an accuracy of 3 feet over 1000 feet. To check and adjust calibration, operate the vehicle on the VDLs specified 1000 feet section, and note the fifth-wheel reading. Adjust the air pressure in the fifth-wheel, and repeat as required to obtain the required accuracy. For straight-line service and emergency stopping-distance testing, the required road surface (dry Portland cement) is available on the left side of the VDLs skid-pad. Verify that the PFC of the test surface has been recently measured and adjusted per ESRM, Section VI, Chapter 4.26. The required initial speed should be achieved by operating the vehicle on the VDLs test-track, in a clockwise direction. Depending on the vehicles acceleration ability, more than one complete lap may be required. When testing for failure mode operation, several dry runs of the simulated failures should be performed to learn at what point on the track the simulated failure should be initiated, such that the time between the onset of the low-pressure warning system and the beginning of the stopping-distance test will meet the requirements given in section 6.7.3. With that knowledge in hand, accelerate the vehicle to the required speed, and initiate the simulated failure at the required point before the stop, as determined above. Drive the vehicle to the test area, and conduct the stopping-distance test. Warning: If there is any question whether the vehicle will be able to stop in the available area, it is recommended to operate the vehicle at a slower speed than the desired 60 mph, and see how the vehicle will behave when operating in a failure mode. If it is questionable whether the vehicle will be able to come to a complete stop in the available area, the associated failure mode should not be tested, or it should be tested at a slower speed. These limitations should be discussed with the responsible project engineer to insure that the test requirements will be met, while maintaining a safe test.

UNREGISTRED COPY Possible changes will not be notified

Global Development Instruction

Issue

GDI 964-09
1
Page 27(27)

APPENDIX H: Description of test facilities, equipment and associated procedures specific to the Mack Trucks, Inc.s EDTC in Allentown, Pennsylvania (continued)
For low-speed curved stopping distance testing, a surface coated with Jennite is available at the far end of the skidpad. A water-sprinkling system is available to maintain a moderate water film on the curved surface, in order to maintain the required PFC. The required 500-foot radius curve is defined with painted tick marks at 20-foot intervals. Traffic cones are to be placed on these marks. Care should be used when performing this type of testing, since there exists the likelihood of losing control of the vehicle, and there is limited run-off room in which to allow the vehicle to come to rest. Prior to performing this test procedure, the test surface should be cleaned and inspected per ESRM, Section VI, Chapter 4.26. For the parking-brake grade-holding test, the 20% hill of the VDL should be used. For draw-bar parking-brake testing, a concrete pad with a defined pulling lane and an anchor post is available behind the chassis dynamometer. When doing this type of testing, following the general procedure presented above, but use the following additional steps. Position the vehicle on the draw-bar test pad, and connect the vehicle to the pulling post with a draw-back hydraulic ram and load cell, and chains and hooks as needed. Using engine torque (select "drive" or "reverse" for an automatic transmission, or select a gear and partially engage the clutch for manual transmission), pull away from the pulling post slightly, to eliminate any slack that may be in the system. While in the slightly loaded condition, apply the parking-brake, and depress the clutch and/or shift to neutral. It is important to follow this sequence exactly, and to not use the vehicles service brakes, as this may result in an undesirable additive effect of brake compounding. When satisfied with the vehicle's position, make four index marks on the wheels at equal spacing, at 90 degree increments. Attach the travel gauge. Make four index marks at 90-degree increments on each tire, starting with 1 on the bottom. Begin operation of data acquisition equipment. Next, using the hydraulic power unit, pull the vehicle toward the post. Do so at a rate of roughly one to two feet per minute. The maximum permissible speed is four feet per minute. After a minimum of 90 degrees of wheel rotation is observed, stop the hydraulic power unit and the data-acquisition equipment. Extend the pull-back ram, and reposition the vehicle, again using engine torque to place the system under a slight load. Using a helper, chock any wheel not on the axle being tested. Jack up the axle being tested, and rotate the wheel to the next index mark. Repeat this on the opposite side of the vehicle. Again use engine torque to pull the vehicle slightly, to allow the wheel chock to be removed. Then apply the parking brake, and remove engine torque. Perform another pull test as done above, and continue testing in the manner to produce the required

UNREGISTRED COPY Possible changes will not be notified