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ECE/TRANS/180/Add.24
July 17, 2023
GLOBAL REGISTRY
Created on November 18, 2004, Pursuant to Article 6 of the
AGREEMENT CONCERNING THE ESTABLISHING OF GLOBAL TECHNICAL
REGULATIONS FOR WHEELED VEHICLES, EQUIPMENT AND PARTS WHICH
CAN BE FITTED AND/OR BE USED ON WHEELED VEHICLES
(ECE/TRANS/132 and Corr.1)
DONE AT GENEVA ON JUNE 25, 1998
Addendum 24:
UNITED NATIONS GLOBAL TECHNICAL REGULATION NO. 24
UNITED NATIONS GLOBAL TECHNICAL REGULATION ON
THE LABORATORY MEASUREMENT OF BRAKE EMISSIONS FOR LIGHT-DUTY VEHICLES
(ESTABLISHED IN THE GLOBAL REGISTRY ON JUNE 21, 2023)

---

I. STATEMENT OF TECHNICAL RATIONALE AND JUSTIFICATION
A. INTRODUCTION
1. Over recent years there has been a sharp increase in international interest to characterise
non-exhaust emissions of particles from road transport. Until recently, exhaust sources
dominated road transport emissions, and all regulatory efforts have been aiming at their
reduction. As exhaust emissions were reduced due to increasingly stringent regulations, the
relative contribution of non-exhaust emissions to overall ambient concentrations of
particulate matter increased.
2. Most manufacturers produce vehicles for a global clientele, or at least for several regions.
Since manufacturers tend to cater to the preferences, needs, and lifestyles of specific
geographic regions, vehicle designs will vary worldwide. As compliance with different
emission standards in each region can create burdens from an administrative and vehicle
design point of view, vehicle manufacturers tend to have a strong interest in harmonising
brake emission test procedures and performance requirements on a global scale. Global
harmonisation is also of interest to regulators as it offers more efficient development and
adaptation to technical progress, potential collaborations with market surveillance, and
facilitates the exchange of information between regulatory authorities.
3. In this context, stakeholders launched the work for this United Nations Global Technical
Regulation (UN GTR) on Worldwide harmonised Light vehicle Test Procedures (WLTP) for
particle emissions from brake wear. This UN GTR aims to harmonise test procedures for
emissions from Light-Duty Vehicles (LDV) to the extent possible. Laboratory test procedures
need to represent real driving conditions as much as possible and to enable a direct
comparison between the performance of vehicles during certification procedures and in real
life. However, this aspect puts some limitations on the level of harmonisation to be
achieved. Furthermore, different countries will show varying levels of development,
population densities, and costs associated with braking system technology. Consequently,
the regulatory stringency of legislation is expected to vary from region to region for the
foreseeable future. Therefore, the definition of emission limit values is not part of this
UN GTR. Nevertheless, the long-term goal is still to define globally harmonized performance
requirements and emission limits in forthcoming amendments to this GTR.
4. UN GTRs are intended to be implemented into regional legislation by as many Contracting
Parties as possible. The selection of vehicle categories to be covered by the scope of
regional legislation represents a challenge as it depends on regional conditions that cannot
be anticipated. However, according to the provisions of the 1998 UN ECE agreement, a
UN GTR being implemented by a Contracting Party must apply to all vehicles, conditions,
and equipment falling under its formal scope. Therefore, care must be taken in developing
the scope of the UN GTR, as an unduly large formal scope may prevent or hamper its
implementation into regional legislation. For this reason, the formal scope of this UN GTR is
limited to Light-Duty vehicles up to 3,500kg. This limitation does not, however, indicate that
the scope of this UN GTR should not be applied to a larger group of vehicle categories
when implemented into regional legislation. Indeed, Contracting Parties are encouraged to
do so if this is feasible and appropriate from a technical, economical, and administrative
point of view.
5. A harmonised approach for measuring brake particle emissions would allow manufacturers
to better understand the behaviour of different brake systems, reduce inconsistencies in
results and; therefore, compare them more efficiently, and develop strategies to decrease
brake emissions.

---

10. In the context of Point (e), the IWG on PMP extensively discussed several options for a
standardised method to sample and characterise brake wear particles, and eventually
selected an approach based on a fully-enclosed brake dynamometer. This method allows
the sampling of particles from brake wear without interferences from other sources and
minimises particle losses over the entire sampling and measurement line. Furthermore,
brake dynamometers offer a flexible platform to test different brakes under various driving
conditions and vehicle loads. The laboratory setup needs to enable repeatable and
reproducible measurements at least for a defined set of core parameters. An appropriate
installation of the laboratory setup will then allow the end-user to select additional values
worth measuring, within the capabilities of the system.
11. A second mandate for the IWG on PMP with specific reference to non-exhaust emissions
was approved in June 2016 by AC.3. The IWG on PMP was mandated to develop a
commonly accepted test procedure for sampling and assessing brake wear particles both in
terms of mass and number. The methodology would aim to provide the necessary tool to
support future studies on brake emissions that can be easily compared. During the reporting
period of the mandate (2016-2019) the following items were addressed:
(a)
(b)
(c)
Development and validation of a novel test cycle appropriate for the investigation of
brake wear particles;
Investigation and selection of the appropriate methodologies for particle generation
and sampling;
Investigation and selection of the appropriate instrumentation for the measurement
and characterisation of brake wear particles.
12. After completing a thorough analysis regarding the suitability of existing brake cycles, the
IWG on PMP decided to proceed with the development of a novel test cycle appropriate for
the investigation of brake wear particles. Therefore, the IWG on PMP decided to create a
dedicated Task Force (TF1) to accelerate the development of a test cycle in October 2016.
In September 2017, the IWG on PMP decided to create a dedicated Task Force (TF2) to
investigate and select the appropriate methodologies and instrumentation for the
measurement of brake wear particles. TF2 initiated its activities in October 2017.
13. During the reporting period (2016-2019), the IWG on PMP aimed to accomplish the
following objectives:
(a)
(b)
(c)
(d)
(e)
Selection of the brake test rig methodology for the generation and sampling of brake
wear particles;
Agreement on the method's target measurement parameters. TF2 agreed
unanimously that both PM (PM and PM ) and PN (≥10nm) emissions shall be
addressed;
Development and publication of the WLTP-brake cycle. The cycle is based on
real-world data extracted from the WLTP database and is considered representative
of real-world applications;
Validation of the WLTP-brake cycle through an interlaboratory accuracy study exercise
which was completed in 8 different laboratories in Europe and the United States;
A thorough analysis of the existing methods and setups for the sampling and
measurement of brake particle emissions. Agreement on the need of defining a set of
minimum specifications and requirements for sampling and measurement of brake
particle emissions.

---

C. BACKGROUND ON THE TECHNICAL WORK OF THE PMP GROUP
18. The IWG on PMP decided to create a dedicated Task Force (TF1) to accelerate the
development of a test cycle in October 2016 (PMP 41 Session). The TF1 main tasks
included the definition of testing parameters such as dynamometer climatic controls, the
definition of the temperature measurement method, the development of a methodology for
adjusting the cooling airflow based on real-world vehicle data, the support for the
development of a novel test cycle, and the validation of the novel test cycle through an
Inter-Laboratory Study. The novel WLTP-brake cycle was developed in July 2018 and
presented to the IWG on PMP in November 2018 (PMP 48 Session). The WLTP-brake
cycle was validated through an Inter-Laboratory Study 1 (ILS-1) with the participation of
eight testing facilities. The results of the validation were presented to the IWG on PMP in
April 2019 (PMP 50 Session). TF1 concluded its activities in October 2019 having
completed 30 meetings.
19. The IWG on PMP decided to create a dedicated Task Force (TF2) to investigate and select
the appropriate methodologies and instrumentation for sampling and measurement of brake
wear particles (PMP 43 Session). TF2 main tasks included the definition of the appropriate
test setup for sampling and measuring brake particle emissions, the definition of the
appropriate instrumentation for sampling and measuring brake particulate matter emissions,
the definition of the appropriate instrumentation for sampling and measuring brake particle
number emissions, and the definition of the appropriate protocol for sampling and
measuring brake particle emissions. The TF2 submitted its recommendations for the
minimum specifications for testing brake particle emissions to the IWG on PMP in July 2021
(PMP Web Conference 15.07.2021). TF2 recommendations were applied to the
Inter-Laboratory Study 2 (ILS-2) to test their suitability and improve the proposed protocol.
TF2 resumed its activities after the completion of the ILS-2 to finalise the protocol and
prepare a proposal for the draft UN GTR to the IWG on PMP. The proposal was presented
to the IWG on PMP in June 2022 (PMP Web Conference 15.06.2022). TF2 concluded its
activities in June 2022 having completed 45 meetings.
20. The IWG on PMP decided to create a dedicated Task Force (TF3) to organise and execute
the ILS-2 in March 2021 (PMP Web Conference 24.03.2021). The TF3 main tasks included
the organisation and execution of the ILS-2, the verification of the feasibility and applicability of
the defined specifications for sampling and measuring brake particle emissions, the
examination of the repeatability and reproducibility of PM and PN emission measurements
with the application of the defined specifications, and the preparation of recommendations to
the TF2 on further improving and/or extending the set of the defined specifications. The ILS-2
was launched in September 2021 and finalised in January 2022. The results of the ILS-2
were presented to the IWG on PMP in March 2022 (PMP Web Conference 29.03.2022).
TF3 concluded its activities in April 2022 having completed 6 meetings.
21. The IWG on PMP created a dedicated Task Force (TF4) to investigate and select the
appropriate methodology for including non-friction braking to the testing protocol
(GRPE-83-20e). The TF4 elaborated on 5 different proposed methodologies which were
presented to the IWG on PMP. JRC presented the final proposal to the IWG on PMP in
December 2022 (PMP Web Conference 13.12.2022). TF4 concluded its activities for the
submission of the GTR on brake emissions in December 2022 having completed
21 meetings. TF4 will continue its activities with a view on a possible amendment of the
proposed friction braking share coefficients for calculating PM and PN emissions from
non-friction braking.

---

II.
TEXT OF THE GTR
1. PURPOSE
This Global Technical Regulation (UN GTR) provides a worldwide harmonised
methodology for the measurement of brake wear particulate matter and particle number
emissions from brakes used on Light-Duty vehicles.
This UN GTR defines the test cycle, minimum system requirements, test conditions,
and equipment preparation to execute the WLTP-brake cycle using brake
dynamometers. This UN GTR also provides requirements for the design and set up of
test systems to measure brake emissions, including requirements on calibration and
validation of test equipment.
2. SCOPE AND APPLICATION
This UN GTR applies to vehicles using some type of friction braking, using a
combination of dry friction materials and a mating brake disc or brake drum. This
UN GTR applies to vehicles using some form of friction braking in its service braking
system or secondary braking system.
This UN GTR applies to Category 1-1 and Category 2 vehicles with a fully laden mass
below 3,500kg. The Contracting Parties shall make a decision about the applicability of
this UN GTR to Small Volume Manufacturers for their jurisdiction.
3. DEFINITIONS
3.1. Vehicle and Brake Dynamometer Settings
3.1.1. "Category 1 vehicle" means a power-driven vehicle with four or more wheels
designed and constructed primarily for the carriage of one or more persons.
3.1.2. "Category 1‒1 vehicle" means a Category 1 vehicle comprising not more than eight
seating positions in addition to the driver's seating position. A Category 1‒1 vehicle
may not have standing passengers.
3.1.3. "Category 2 vehicle" means a power-driven vehicle with four or more wheels
designed and constructed primarily for the carriage of goods. This category shall also
include (a) Tractive units and (b) Chassis explicitly designed to be equipped with
special equipment.
3.1.4. "Mass in running order" is the mass of the vehicle, with its fuel tank(s) filled to at
least 90% of its capacity, including the mass of the driver, fuel, and liquids, fitted with
the standard equipment in accordance with the manufacturer's specifications and,
when they are fitted, the mass of the bodywork, the cabin, the coupling and the spare
wheel(s) as well as the tools.
3.1.5. "Mass of the driver" means a mass rated at 75kg located at the driver's seating
reference point. In the context of the current regulation, the term "mass of additional
0.5 passengers" means a mass rated at 37.5kg.
3.1.6. "Maximum vehicle load" means the technically permissible maximum laden mass
minus the mass in running order, 25kg, and the mass of the optional equipment.

---

3.1.17. "Brake torque" means the product of the frictional forces resulting from the tangential
actuating forces in a brake assembly and the distance between the points of generation
of these frictional forces and the axis of rotation. The brake torque is a function of the
hydraulic piston area, apparent friction coefficient, and the effective brake radius of the
brake corner.
3.1.18. "Hydraulic pressure" means the net pressure supplied by the brake to generate
clamping force between the brake and friction material. The hydraulic pressure,
combined with the brake's friction coefficient and the effective brake radius, induces the
actual brake torque output.
3.1.19. "Threshold pressure" means the minimum hydraulic pressure to overcome the
internal friction and seal forces, move the brake calliper's piston or drum wheel
cylinder, and onset brake torque output.
3.1.20. "Piston diameter" means the diameter of the hydraulic piston(s) in the calliper or drum
wheel cylinder and is used to calculate the total piston(s) area. Also referred to as
"Hydraulic piston diameter".
3.1.21. "Piston area" means the active area of all hydraulic pistons acting on one side of the
brake calliper or drum brake cylinder.
3.1.22. "Effective brake radius" means for a disc brake, the distance between the centre of
rotation and the centreline of the calliper piston(s) when assembled on the fixture. For
drum brakes, the effective radius is half of the drum's inner diameter.
3.1.23. "Friction coefficient" means the ratio between the tangential force and the normal
force acting between the brake pad and the disc or the brake shoe and the drum. For a
disc brake, the apparent friction coefficient value from the brake under testing is a
function of braking torque, effective brake radius, and the piston area. The apparent
coefficient of friction is a calculated (mathematical) value and is not directly
measurable. Also referred to as "Brake effectiveness".
3.1.24. "Brake fluid displacement" means the transient (volumetric) use of hydraulic fluid by
the brake calliper or the brake wheel cylinder during a brake deceleration event.
3.1.25. "Average by time" means the averaging method for a given measurand through a
brake event. The resultant value yields the same result as the integration between two
instances (threshold and end of level reached) divided by the duration between the
corresponding points.
3.1.26. "Average by distance" means the averaging method for a given measurand during a
brake event. The resultant value yields the same result as the integration between two
instances (threshold and end of level reached) divided by the distance travelled (or
driven) during this time-lapse.
3.1.27. "Sampling rate" means the frequency with which the automation system samples the
various parameters. It represents the number of events that are measured within 1s for
each parameter.
3.1.28. "Fast sampling rate" means the sampling rate for the data collection system greater
than or equal to 250Hz. The "fast sampling rate" applies to the dynamometer channels.
3.1.29. "Slow sampling rate" means the sampling rate for the data collection system that is
less than or equal to 10Hz.

---

3.3. Brake Hardware
3.3.1. "Brake under testing" means the friction brake assembly and its associated vehicle
parameters used by the testing facility to measure brake particle emissions according
to this UN GTR. Vehicle parameters include those from the vehicle body, powertrain,
and other systems that are required to calculate the share of friction braking.
3.3.2. "Brake assembly" in the case of disc brakes means the set of matching brake discs,
brake pads, brake calliper, and associated hardware (to mount, secure, and connect
the brake assembly onto the brake fixture and the dynamometer) for a given vehicle
and axle application. In the case of drum brakes, the hardware set comprises the brake
drum, brake shoes, backplate assembly, and associated hardware (to mount, secure,
and connect the brake assembly onto the brake fixture and the dynamometer) for a
given vehicle and axle application. The brake assembly mounts on a brake fixture to
adapt and connect to the brake dynamometer.
3.3.3. "Service brake" means the (friction or non-friction) braking system allowing the driver
to control, directly or indirectly and in a graduated manner, the speed of a vehicle
during normal driving or to bring the vehicle to a halt (standstill).
3.3.4. "Full-friction brake" means a service brake mounted on a vehicle that uses only the
friction between a brake disc or drum and the mating friction materials.
3.3.5. "Brake fixture" means a mechanical device or jig to mount the brake assembly by
connecting the tailstock (or non-rotating surface) to the brake dynamometer shaft
(rotating). The tailstock side (or non-rotating surface) absorbs the braking torque and
associated tangential forces. The rotating shaft transmits the kinetic energy from the
brake test inertia to the brake assembly.
3.3.6. "Universal style fixture" means a brake fixture cylindrical and symmetrical without
additional extensions or protrusions different from those needed to mount the brake
assembly. A wheel hub is not included in the assembly.
3.3.7. "Post style fixture" means a dynamometer fixture that uses round and stiff tubing and
adaptors, instead of the vehicle knuckle, to mount the brake assembly. A wheel hub is
attached to complete the assembly.
3.3.8. "Brake calliper" means a mechanical device that converts driver brake pedal input
into a clamping force on the brake pads to generate braking torque.
3.3.9. "Brake disc" means a rotating, wearable device against which the brake calliper
clamps the brake pads in a disc brake assembly. This device acts as the primary heat
absorption and dissipation device as the brake corner transforms vehicle kinetic energy
into heat.
3.3.10. "Brake pad" means a wearable device that mounts onto the brake calliper consisting
of a structural (metal) pressure plate and a friction material element. The brake pads
clamp against the brake disc, generating a retarding friction force and thus the brake
torque.
3.3.11. "Brake drum" means a rotating, wearable mechanism against which the brake wheel
cylinder clamps the brake shoes in a drum brake assembly. This device acts as the
primary heat absorption and dissipation device as the brake corner translates vehicle
kinetic energy into heat.

---

3.4.8. "Brake cruising event" means a measurable period during which the (non-zero) linear
speed is constant.
3.4.9. "Brake dwell event" means a measurable and predictable brake pause at zero speed
during the cycle.
3.4.10. "Brake deceleration event" means a measurable period during which the linear
speed decreases at a known rate to a predetermined release speed during the cycle.
3.4.11. "Deceleration rate" means the total rate of reduction in the linear speed of the vehicle
induced by the application of the service brake, the road loads, and the non-friction
torque from the electric machine.
3.4.12. "Brake stop" is the generic term denoting a brake deceleration event that brings the
vehicle to a halt or standstill.
3.4.13. "Brake snub" means the generic term used to denote a brake deceleration event that
reduces the vehicle speed to a non-zero level.
3.4.14. "Soaking section" means the section in-between trips when the brake is rotating at
low speed (approximately five or fewer revolutions per minute) waiting for the brake to
cool down and the initial brake temperature to reach the predefined level for
commencing the next cycle trip.
3.4.15. "Initial speed" means the speed of the vehicle at the start of a brake deceleration
event.
3.4.16. "Release speed" means the speed of the vehicle at the end of a brake deceleration
event.
3.4.17. "Nominal linear speed" means the target (or set) speed of the vehicle at the time i per
the WLTP-brake cycle.
3.4.18. "Actual linear speed" means the linear speed of the vehicle at the time i during the
test cycle execution. Also referred to as "Measured speed".
3.4.19. "Speed violation" means any instance when the actual dynamometer speed trace
exceeds the speed trace tolerances prescribed in this UN GTR during the WLTP-brake
cycle.
3.4.20. "Initial brake temperature" means the bulk temperature of the brake disc or brake
drum at the start of a given brake event during the WLTP-brake cycle.
3.4.21. "Final brake temperature" means the bulk temperature of the brake disc or brake
drum at the end of a given brake event during the WLTP-brake cycle.
3.4.22. "Average brake temperature" means the average of the time-resolved brake disc or
brake drum temperature during a predetermined period.
3.4.23. "Peak brake temperature" means the highest brake disc or drum temperature
measured during a given brake event.

---

3.5.15. "PM separation device" means a device that separates the relevant portion of PM
from the aerosol according to the specifications of this UN GTR.
3.5.16. "Separation efficiency" means the ratio of particles removed by the separation device
to the overall particles entering the separation device at a given aerodynamic diameter.
3.5.17. "PM Sampling line" means the rigid or flexible tubing connecting the outlet of the PM
separation device to the inlet of the filter holder.
3.5.18. "Filter holder" means a device that allows the collection of PM on filters according to
the specifications of this UN GTR.
3.5.19. "PN Sampling system" means the series of elements where aerosol travels after
entering the sampling nozzle tip. It includes – in the direction of the flow – the PN
sampling nozzle, the PN sampling probe, the PN pre-classifier, the particle transfer
tube, the flow splitting device (if applicable), and the PN measurement system.
3.5.20. "Particle transfer tube" means the flexible tubing connecting the PN sampling probe's
outlet to the PN pre-classifier's inlet. When the PN pre-classifier is directly connected to
the PN sampling probe's outlet, the particle transfer tube means the flexible tubing
connecting the PN pre-classifier's outlet to the PN measurement system's inlet.
3.5.21. "PN measurement system" means the system that allows the determination of the
particle number concentrations according to this UN GTR. It includes the sample
conditioning system, the PN internal transfer lines, and the particle number counter.
3.5.22. "Sample conditioning system" means the parts of the PN measurement systems that
dilute and condition the aerosol to be provided to the particle number counter to
determine TPN10 and SPN10, respectively.
3.5.23. "Particle number counter" means a device to determine particle number
concentration according to the specifications of this UN GTR.
3.5.24. "Standard conditions" means pressure equal to 101.325kPa and temperature
corresponding to 273.15K.
3.5.25. "Background emissions" means the measurement of particle number concentrations
using the same instrumentation as for emission testing when the environmental
conditioning system and the dynamometer cooling air are running under the test
conditions, without any brake applications or brake rotation to influence the result.
3.6. Test System
3.6.1. "Calibration" means the process of setting a measurement system's response so that
its output agrees with a reference value.
3.6.2. "Major maintenance" means the adjustment, repair, or replacement of a component
or module that could affect the accuracy of a measurement.
3.6.3. "Reference value" means a value traceable to a national or international standard.
3.6.4. "Setpoint" means the target value a control system aims to reach.

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3.7.8. "Not Off-Vehicle Charging Hybrid Electric Vehicle" (NOVC-HEV) means a hybrid
electric vehicle that cannot be charged from an external source. In this UN GTR,
NOVC-HEV are categorised to "NOVC-HEV Category 1" and "NOVC-HEV Category 2"
based on their traction REESS nominal voltage.
3.7.8.1. "Not Off-Vehicle Charging Hybrid Electric Vehicle – Category 1" (NOVC-HEV Cat. 1)
means a hybrid electric vehicle that features a traction REESS with a nominal voltage
higher than 20V and lower than or equal to 60V that cannot be charged from an
external source.
3.7.8.2. "Not Off-Vehicle Charging Hybrid Electric Vehicle – Category 2" (NOVC-HEV Cat. 2)
means a hybrid electric vehicle that features a traction REESS with a nominal voltage
higher than 60V that cannot be charged from an external source.
3.7.9. "Off-Vehicle Charging Hybrid Electric Vehicle" (OVC-HEV) means a hybrid electric
vehicle that can be charged from an external source.
3.7.10. "Pure Electric Vehicle" (PEV) means a vehicle equipped with a powertrain containing
exclusively electric machines as propulsion energy converters and exclusively
rechargeable electric energy storage systems as propulsion energy storage systems.
3.7.11. "Pure Internal Combustion Engine vehicle" (ICE) means a vehicle where all
propulsion energy converters are internal combustion engines.
3.7.12. "Rechargeable Electric Energy Storage System – REESS" means the rechargeable
electric energy storage system that provides electric energy for electric propulsion.
3.7.13. "Brake Emissions Family Parent" is a single vehicle selected among a family of two
or more vehicles equipped with the same brake system.

---

Abbreviation Definition Unit
NOVC-HEV Not Off-Vehicle Charging Hybrid Electric Vehicle –
NOVC-HEV
Cat.1
NOVC-HEV
Cat.2
Not Off-Vehicle Charging Hybrid Electric Vehicle Category 1 –
Not Off-Vehicle Charging Hybrid Electric Vehicle Category 2 –
OD Disc/drum Outer Diameter mm
ODS Open Document Spreadsheet –
OVC-HEV Off-Vehicle Charging Hybrid Electric Vehicle –
PEV Pure Electric Vehicle –
Plane A Vertical plane aligned with the enclosure's inlet –
Plane A
Plane B
Plane C
Horizontal level aligned with the axis of the brake rotation
and the duct axis
Vertical plane at the end of the transition from the inlet duct
to the central section of the enclosure, perpendicular to the
duct axis
Vertical plane tangential to the largest brake for M , N
vehicle category, perpendicular to the duct axis
Plane D Vertical plane aligned with the axis of the brake rotation –
PND1 Primary Particle Number Diluter –
PND2 Secondary Particle Number Diluter –
PAO Poly-Alpha-Olefin –
PBT Peak Brake Temperature of the brake event °C
PCRF Particle Concentration Reduction Factor –
PM Particulate Matter mass mg
PM
Particulate Matter mass for aerosols with aerodynamic
diameter below 2.5μm
PM EF Reference PM Emission Factor of the tested brake
before applying the friction braking share coefficient
–
–
–
mg
mg/km
PM EF Final PM Emission Factor mg/km
PM
Particulate Matter mass for aerosols with aerodynamic
diameter below 10μm
PM EF
Reference PM Emission Factor of the tested brake before
applying the friction braking share coefficient
mg
mg/km
PM EF Final PM Emission Factor mg/km
PN Particle Number #

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4.2. Symbols
Table 4.2. provides a list of the symbols, a short description, and the units of the
symbols as applied in this UN GTR.
Table 4.2.
Symbols
Symbol Definition Unit
a Transition angle of the brake enclosure °
a The minimum distance between the sampling probes mm
a
The minimum distance between the sampling probes and the
tunnel walls
a Deceleration m/s
A Metrics for target temperatures °C
B Metrics for measured temperatures °C
C Metrics for the temperature difference between target and
measured values
c Friction braking share coefficient –
d Total distance driven over Trip #10 or the WLTP-brake cycle km
d Sampling tunnel inner diameter mm
d
mm
Sampling nozzle inner diameter (applies to both PN and PM) mm
d The inner diameter of the isokinetic nozzle for sampling PM mm
d The inner diameter of the isokinetic nozzle for sampling PM mm
d The isokinetic nozzle's inner diameter for SPN10 sampling mm
d The isokinetic nozzle's inner diameter for TPN10 sampling mm
d Calliper piston hydraulic diameter mm
d
Sampling probes inner diameter (applies to both PN and PM) mm
d The inner diameter of the PM sampling line mm
d The inner diameter of the PN internal transfer line mm
d The inner diameter of the PN transfer tube mm
d Electrical mobility diameter μm
ƞ Brake calliper or drum efficiency %
f Brake rotational speed r/min
fr (d ) PCRF for each particle of electrical mobility diameter d –
°C

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Table 4.2 (Continued)
Symbol
Definition
Unit
NQ
Average normalised cooling airflow
Nm /h
NQ
Average normalised PM
sampling flow
Nl/min
NQ
Average normalised PM
sampling flow
Nl/min
NQ
Average normalised TPN10 sampling flow
Nl/min
NQ
Average normalised SPN10 sampling flow
Nl/min
NQ
Average normalised airflow in the sampling nozzle
Nm /h
P
Atmospheric pressure in the balance room
kPa
P
Brake pressure
kPa
P
Particle penetration
%
p
Threshold pressure required to develop braking torque
kPa
Pe
PM
filter load corrected for buoyancy
mg
Pe
PM filter load corrected for buoyancy
mg
Pe
Buoyancy-corrected filter mass
mg
Pe
Filter mass without buoyancy correction
mg
Q
Average measured (actual) cooling airflow
m /h
Q
Nominal (or set) cooling airflow
m /h
Q
PM
sampling flow (actual)
l/min
Q
Nominal (or set) PM
sampling flow
l/min
Q
PM sampling flow (actual)
l/min
Q
Nominal (or set) PM
sampling flow
l/min
r
Bending radius of the cooling air duct
mm
r
Brake effective radius
mm
r
Bending radius of the sampling probe or sampling line
mm
r
Tyre dynamic rolling radius
mm
ρ
Density of air
kg/m
ρ
The density of PM filter material
kg/m
ρ
The density of the PM microbalance calibration object
kg/m
SPN
Average normalised and PCRF-corrected SPN10
concentration
SPN10
Average normalised SPN10 concentration during the
background check
#/Ncm
#/Ncm

---

Table 4.2 (Continued)
Symbol Definition Unit
WL
WL
Test front wheel load after accounting for vehicle road loads
or any other type of losses
Test rear wheel load after accounting for vehicle road loads
or any other type of losses
kg
kg
5. GENERAL REQUIREMENTS
5.1. Compliance Requirements
The compliance of a brake with this UN GTR shall be evaluated against the regional
emission limits as defined by each Contracting Party. The compliance shall be
demonstrated by testing the worst-performing representative of a brake family
according to Paragraphs 6-14 of this UN GTR.
5.2. Brake Emissions Family
A brake emissions family is defined by a brake assembly considering the calliper, disc
or drum-backplate assembly, pad or shoe, and certain other vehicle parameters.
5.2.1. Characteristics of Brake Emissions Families
All vehicle types independent of their electrification grade may be part of one brake
emissions family. Only vehicles that feature an identical brake assembly with respect to
the characteristics listed in (a)-(d) may be part of the same brake emissions family. The
eligibility criteria for becoming a part of the brake emissions family may be extended in
the first amendment to this UN GTR:
(a)
(b)
(c)
(d)
Type of calliper (floating or fixed calliper, number and size of pistons, type of
retraction elements);
Type of brake: disc (friction surface, coating, single, dual, ventilated, solid,
dimensions, mass, material formulation) or drum-backplate assembly (friction
surface, simplex, duplex, dimensions, mass, material formulation);
Type of friction material: pad (friction surface, size, shape, material, backing
plate, material formulation) or shoe (friction surface, size, design, material,
backing plate, material formulation);
Any other characteristic that has a non-negligible influence on brake emissions
(e.g. innovative brake emission reduction systems).

---

6. GENERAL OVERVIEW
6.1. Test Sections
A brake emissions test includes three test sections. Each section contains one or more
trips with a series of events. The main events which induce brake work and generate
brake emissions are the deceleration events. Figure 6.1. provides a schematic
overview of a brake emissions test.
Figure 6.1.
Structure of the Brake Emissions Tests for Vehicles with Full-friction Braking
The three sections of the brake emissions test are:
(a)
(b)
(c)
Brake cooling adjustment. This section uses Trip #10 of the WLTP-brake cycle.
The cooling adjustment section is described in detail in Paragraph 10;
Brake bedding. This Section uses five repetitions of the WLTP-brake cycle. The
bedding section is described in detail in Paragraph 11;
Brake emissions measurement. This section includes one performance of the
WLTP-brake cycle. The emissions measurement section is described in detail in
Paragraph 12.

---

Figure 7.1.
Indicative Layout for Performing Brake Emissions Test in the Laboratory
Figure 7.1. provides a layout that includes the minimum required subsystems to carry
out a brake emissions test using a brake dynamometer. The illustrated layout features
a climatic conditioning unit with variable flow fan(s) that supplies the setup with
conditioned air. The conditioned air enters a brake enclosure designed to fit the entire
assembly of the brake under testing. The brake dynamometer enables and controls the
testing of the brake. The enclosure is directly connected to the sampling tunnel near
the end of which three (or four) sampling probes are mounted. The sampling probes
are used to extract the aerosol from the tunnel towards the PM and PN measurement
setup. A flow measurement device is installed in the tunnel downstream of the
sampling plane. The positioning and dimensions of the different elements are indicative
and are provided for illustration purposes; therefore, exact conformance with
Figure 7.1. is not required.
There are several accepted configurations to lay out the air handling and control
subsystems. All designs can use the same (not depicted) brake dynamometer, control
software, data acquisition, and brake fixture. However, the testing facility shall ensure
that all configurations include at least the subsystems and characteristics laid down in
Table 7.1. Details regarding the different elements of the setup are given in the
corresponding paragraphs of this UN GTR as indicated in Table 7.1.

---

7.2. Climatic Conditioning Unit and Cooling Air
The conditioned cooling air a) provides clean and continuous cooling to the brake
assembly and b) transports the aerosol from the enclosure into the sampling tunnel and
the PM/PN sampling probes. The cooling air needs to be under stable conditions for
temperature and humidity in accordance with the specifications described in
Paragraph 7.2.1., clean with low background concentration values as defined in
Paragraph 7.2.2., and at a constant flow to ensure repeatable and reproducible testing
conditions in accordance with the specifications described in Paragraph 7.2.3.
The conditioned cooling air is supplied to the testing setup by the climatic conditioning
unit. A typical system configuration may include cooling devices to cool and dehumidify
the air, heating devices to increase the temperature of the air, and steam or water mist
generators to increase the humidity in the air. Integral to the unit are the closed-loop
proportional integral derivative controls, alarms, and sensors to monitor the condition of
all devices and interfaces. The system shall consist of a variable flow blower able to
supply the layout with conditioned cooling air over a wide range of airflows. The system
shall be defined by its minimum and maximum operational flows. The following
specifications apply for the minimum and maximum operational flows:
(a)
(b)
(c)
The minimum operational flow shall be defined in the range between 100-300m /h;
The maximum operational flow shall be at least 5 times the minimum operational
flow;
The maximum operational flow shall be at least 1,000m /h greater than the
minimum operational flow.
The system may also combine two-variable flow blowers (one to push and one to pull)
to provide a slight negative pressure inside the sampling tunnel. The climatic
conditioning unit control shall be capable of providing the necessary interfaces to the
operator and the dynamometer.
7.2.1. Cooling Air Conditioning
The testing facility shall continuously monitor and control the temperature and humidity
of the conditioned cooling air. For that reason, the testing facility shall install
temperature and humidity sensors upstream of the brake enclosure. Positioning the
sensors upstream of the brake enclosure avoids influencing the feedback signals with
the thermal load from the brake events. Figure 7.1. provides an indicative position for
the temperature and air humidity sensors (Element 3).
The temperature sensor shall have an accuracy of ±1°C. The sensor applied for the
measurement of absolute and relative humidity shall have an accuracy of ±5% of the
nominal value (i.e. 50%). The testing facility shall use the signals from these sensors to
assess the stability of the cooling air's temperature and humidity. Table 7.2.
summarises the requirements for the cooling air's temperature, humidity, and flow.

---

7.2.1.1. Cooling Air Temperature
Cooling air temperature at the measurement point shall be constant as defined below.
The testing facility shall carry out the following steps:
(a)
(b)
(c)
(d)
(e)
Set the cooling air temperature to 23°C. The average cooling air temperature
shall not deviate more than ±2°C of the set (nominal) value. Testing facilities
shall aim for keeping the temperature as close as possible to the nominal value
of 23°C;
The average cooling air temperature requirements defined in Point (a) of this
Paragraph apply to all sections of the brake emissions test including cooling air
adjustment, bedding procedure, and emissions measurement (soaking sections
not included);
Calculate and report the average cooling air temperature in all sections as
defined in Table 13.6. in Paragraph 13.4.;
The instantaneous cooling air temperature shall not deviate more than ±5°C of
the nominal value. If the instantaneous cooling air temperature deviates more
than ±5°C from the nominal value, the testing facility shall ensure that the
provisions described in Point (e) of this Paragraph are met;
The instantaneous cooling air temperature may deviate more than ±5°C of the
nominal value (T < 18°C or T > 28°C) for no longer than the 10% duration of the
test (soaking sections not included), provided that the average temperature
meets the requirements defined in Point (a) of this Paragraph:
(i)
(ii)
(iii)
The total number of instantaneous cooling air temperature readings (1Hz)
with a value lower than 18°C or higher than 28°C shall be less than 527
during the cooling adjustment section;
The total number of instantaneous cooling air temperature readings (1Hz)
with a value lower than 18°C or higher than 28°C shall be less than 1,583
for each WLTP-brake cycle of the bedding section;
The total number of instantaneous cooling air temperature readings (1Hz)
with a value lower than 18°C or higher than 28°C shall be less than 1,583
for the WLTP-brake cycle of the emissions measurement section (soaking
sections not included).
(f)
If the average or the instantaneous cooling air temperature falls out of the limits
specified in this paragraph, the test shall be invalid.

---

7.2.2. Cooling Air Cleaning
7.2.2.1. Cooling Air Filtering
The cooling air entering the test system shall pass through a medium capable of
reducing particles of the most penetrating particle size in the filter material by at least
99.95% or through a filter of at least Class H13 as specified in EN 1822. Any other type
of filter applied to remove volatile organic species (charcoal, activated carbon, or
equivalent) shall be installed upstream of the H13 (or equivalent) filter. Figure 7.1.
provides an indicative position for the air filtering device (Element 2).
7.2.2.2. Particle Background Verification
The particle background in the overall layout shall be defined on a PN concentration
basis. The testing facility shall measure the particle background using the same
instrumentation used for the PN emissions measurements. Details regarding the PN
measurement system are provided in Paragraph 12.2. The testing facility shall measure
and report both TPN10 and SPN10 background concentrations at two levels:
system-level and brake emissions test level.
7.2.2.2.1. Particle Background Verification at the System Level
The first level concerns the system background verification upon the installation of the
testbed setup, after any major maintenance, or when there are indications of a system
malfunction. The testing facility shall apply the following steps for a complete
background verification at the system level:
(a)
(b)
(c)
(d)
(e)
Perform the background verification with neither the brake fixture nor any brake
components installed inside the brake enclosure;
Perform the background verification with the TPN10 and SPN10 measurement
systems operating at the minimum calibrated PCRF setting;
Commence the background verification at least five minutes after the cooling
airflow is stabilised to the average values per Paragraph 7.2.3. for cooling airflow
stability and to the average values per Paragraph 7.2.1. for cooling air
temperature and humidity;
Perform the background verification at two different cooling airflow settings.
Apply the minimum and maximum operational flow of the system. The testing
facility shall sample both TPN10 and SPN10 during the system background
verification. The testing facility may use a single nozzle size for sampling TPN10
and SPN10 during the system background verification when applying different
airflow settings;
The background verification procedure shall run for as long as it takes to allow
the background concentration to stabilise. The background concentration is
considered stable when the averaged over 5min PCRF-corrected PN value is
below the maximum permissible level per Paragraph 7.2.2.2.3.

---

7.2.2.2.3. Calculation and Reporting of the Particle Background Concentration
The background shall be measured and reported at a TPN10 and SPN10 concentration
basis at standard conditions. The testing facility shall apply the following procedure:
(a)
Perform a zero verification of the Particle Number Counter (PNC). Apply a filter
of appropriate performance at the inlet of the PNC per the equipment
manufacturer's specification and record the PN concentration. The reading shall
not exceed 0.2#/cm at the inlet of the PNC. Upon removal of the filter, the PNC
shall show an increase in measured concentration and a return to ≤0.2#/cm on
the replacement of the filter. The PN measurement device shall not report any
errors;
(b) Measure the average value of both TPN10 (TPN10 ) and SPN10 (SPN10 )
background concentrations at the system and test levels following
Paragraphs 7.2.2.2.1. and 7.2.2.2.2. Report the background values in normalised
particle number concentration (#/Ncm ) as specified in Table 13.6. in
Paragraph 13.4.;
(c)
(d)
(e)
The 5min average background concentration in the tunnel shall not exceed the
maximum limit of 20#/Ncm for each TPN10 and SPN10. The limit of 20#/Ncm
applies to the background concentration at both system and test levels as
described in Paragraphs 7.2.2.2.1. and 7.2.2.2.2.;
Failure to comply with the zero verification of the PNC described in Point (a) and
with the particle background limits defined in Point (c) of this Paragraph shall
result in an invalid test;
The testing facility shall not subtract the background concentration values when
reporting the TPN10 and SPN10 concentration values of the brake emissions
measurement section per Paragraph 12.2.4.;

---

7.2.3. Cooling Airflow
The testing facility shall measure and report the cooling airflow throughout the entire
brake emissions testing procedure. The measurement of the cooling airflow shall meet
the following requirements:
(a)
The method of measuring cooling airflow shall be such that measurement is
accurate to ±2% of the set value under all operating conditions;
(b) Measure the cooling airflow downstream of the sampling plane. Figure 7.1.
provides an indicative position for the flow measurement device (Element 10);
(c)
(d)
(e)
(f)
(g)
(h)
For a single-point measurement, locate the flow measurement element at the
centre of the duct, at least five duct diameters downstream and two duct
diameters upstream of any flow disturbance. The flow measurement area may
have a different inner diameter from the sampling tunnel. In such a case, duct
diameter refers to the inner diameter of the duct where the flow element is
located. The installation of the flowmeter shall not introduce significant pressure
changes (i.e. the pressure at the flow measurement element shall be within
±1kPa from ambient pressure). The duct's inner diameter shall be at least 35%
of the sampling tunnel's inner diameter;
For a multi-point measurement, install the flow measurement element
perpendicular to the flow direction, at least five duct diameters downstream and
two duct diameters upstream of any flow disturbance. Duct diameter refers to the
inner diameter of the duct where the flow measurement elements are located.
The specifications for the installation of the flowmeter defined in Point (c) of this
Paragraph shall apply when the duct's inner diameter is different compared to
the sampling tunnel's inner diameter;
Use a flow measurement device calibrated to report airflow at standard
conditions. To ensure an appropriate conversion to operating conditions, the
temperature sensor shall have an accuracy of ±1°C and the pressure
measurements shall have a precision and accuracy of ±0.4kPa;
When the airflow measurement device is not calibrated to report values at
standard conditions, ensure it includes a temperature sensor installed
immediately before the measuring device. The temperature sensor shall fulfil the
accuracy requirements described in Point (e) of this Paragraph. Use this
measurement to normalise the airflow values;
When the airflow measurement device is not calibrated to report values at
standard conditions, ensure it includes the measurement of the absolute
pressure or the pressure difference from atmospheric pressure taken upstream
from the measuring device. The pressure measurements shall fulfil the precision
and accuracy requirements described in Point (e) of this Paragraph. Use this
measurement to normalise the airflow values;
When using air filters to protect the airflow measurement device from
contamination, install the filter at least five duct diameters upstream of the flow
measurement device. Continuously monitor the pressure drop and, when
necessary, correct the measured airflow accordingly. Follow the
recommendations regarding the type and specifications of the protective filter
provided by the manufacturer of the flow measurement device;

---

(q)
(r)
A system leak check covering the ductwork and the enclosure shall be carried
out before testing. Set the cooling airflow at the cooling setting defined for testing
the given brake and measure for at least 2min after the flow is stabilised. If the
average measured flow is within ±5% of the set value proceed with the testing. If
the flow fluctuates beyond ±5% of the set value cease testing activities, verify the
flow measurement device, identify possible sources of the leak(s), take
corrective action to resolve the issue, and resume testing by first performing a
successful leak check. Alternative methods that follow the system manufacturer's
specifications may be applied for determining the leakage rate of the system;
however, the testing facility shall always report the actual level of flow fluctuation
from the set value;
The testing facility shall report the cooling airflow in the Time-based file of the
brake emissions test as follows:
(i)
(ii)
(iii)
Report both the actual and normalised values as defined in Table 13.6. in
Paragraph 13.4.;
Calculate the corresponding instantaneous cooling airspeed at the
sampling tunnel using the measured airflow and the sampling tunnel's
inner diameter based on Equation 7.3;
Report the calculated cooling airspeed as defined in Table 13.6. in
Paragraph 13.4.
U = (4 × 10 × Q) / (π × d ) (Eq. 7.3)
Where:
U is the cooling airspeed in km/h per Table 13.2.;
Q is the measured cooling airflow in m /h per Table 13.2.;
d is the sampling tunnel's inner diameter in mm per Table 7.1.

---

(c)
(d)
(e)
A mechanical assembly to mount the brake under testing, allow free rotation of
the disc or drum, and absorb the reaction forces from braking;
A rigid structure to mount all the mandatory subsystems. The structure shall be
capable of absorbing the forces and torque generated by the brake under
testing;
Sensors and devices to collect data and monitor the operation of the test system;
Integral to the test system is the automation, controls, and data acquisition system
(Figure 7.2. ‒ S2). It continuously controls the rotational speed of the motor as well as
the operation and the interactions between the different systems (Figure 7.2. ‒ S3, S4,
S5). Subsystems S3, S4, and S5 are described in detail in Paragraphs 7.2., 7.4.-7.5.,
and 12.1.-12.2., respectively. The different elements and subsystems in Figure 7.2. are
indicative; therefore, exact conformance with the figure is not mandatory.
The automation, control, and data acquisition system performs all the functions that
enable the brake emissions test. It accelerates the brake during acceleration events,
maintains constant speed during cruise events, and modulates the frictional torque
during deceleration events to reduce the kinetic energy of the rotating masses.
Additionally, the automation, control, and data acquisition system provide an interface
to the operator, stores the data from the test, and handles the interfaces with other
systems in the testing facility. The automation system shall be capable of using active
torque control on the electric motor to increase or decrease the total effective test
inertia during deceleration events. The electric motor shall also be capable of absorbing
part of the kinetic energy equivalent to the road loads and the non-friction braking from
the vehicle's powertrain. The software that operates the test system shall be capable of
performing at least the following functions:
(f)
(g)
(h)
Execute the driving cycle automatically by operating all the closed-loop
processes (mainly for brake controls, cooling air handling, and emissions
measurements instruments);
Continuously sample and record data from all relevant sensors to generate the
outputs defined in Paragraph 13 of this UN GTR;
Monitor signals, messages, alarms, or emergency stops from the operator and
the different systems connected to the test system.

---

7.4.2. Design Specifications
The following general specifications for the design of the brake enclosure and the
verification of proper mixing and flow uniformity therein shall be met:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
The brake enclosure shall have two conical or trapezoidal sections intersecting
with a cylinder at the centre concentric to the axis of the brake rotation;
The transition from Plane A to Plane B shall be smooth and continuous with no
abrupt changes. The requirements apply to the vertical plane, along the duct
axis, and to the horizontal Plane A along the enclosure's cross section
(intersecting cylinder);
The inlet and outlet cross-sections shall be designed to ensure smooth transition
angles (15° ≤ a ≤ 30°) in order to avoid sudden changes in cross-section shape
or size;
The transition points between the segments shall not have any imperfections or
features that may collect brake particles that could become airborne later during
the test;
If fasteners are applied at the transition points, they shall not protrude into the
enclosure area;
The cooling air shall enter and exit the enclosure only in the horizontal direction
(i.e. the central axis of the enclosure defined by Plane A shall align with the
airflow direction). The tunnel shall be horizontal and straight for at least two duct
diameters (2 × d ) upstream of the enclosure's inlet. The tunnel ducting shall also
be horizontal after the enclosure at least until two duct diameters (2 × d )
downstream of the sampling plane as specified in Paragraph 7.5.;
The surfaces of the brake enclosure that come into contact with the aerosol shall
have a seamless construction. Stainless steel with an electropolished finish (or
equivalent) shall be used to attain an ultra-clean and ultra-fine surface and to
enhance corrosion resistance;
Select all materials (including seals) to ensure sufficient protection against the
media used (e.g. brake fluid) during setup. All enclosure gaps and interfaces
shall be air-tight sealed using gasket linings or equivalent;
The airflow at the entrance of the enclosure shall remain turbulent with a
Reynolds number of at least 4,000 for all airflow testing settings to ensure
sufficient mixing. Calculate the Reynolds number R for a given brake emissions
test using Equation 7.4;
R = (U × d ) / (v × 3.6 × 1,000) (Eq. 7.4)
Where:
R
is the Reynolds number for the given brake emissions test (unitless);
U is the average cooling airspeed in km/h per Table 13.2.;
d is the sampling tunnel diameter in mm per Table 7.1.;
v
is the kinematic viscosity of air (use a default value of 1.48×10 m /s).

---

7.4.3. Dimensions
The testing facility shall exercise due diligence to select the brake enclosure such that it
fits the largest brake assembly applied to vehicles that fall within the scope of this
UN GTR. This includes possible additional parts designed to reduce particle emissions
(e.g. brake filtering devices) provided their dimensions fit the corresponding wheel
dimensions on which the brake is mounted. In addition, the testing facility shall verify
that the selection is within the capabilities for speed, brake test inertia, and brake
torque expected during the test. Oversized brake enclosures may lead to low-pressure
regions, low airspeeds to achieve the target brake temperatures, and longer particle
transport times. An indicative layout with the principal dimensions of the enclosure is
illustrated in Figure 7.5.
Figure 7.5.
Indicative Schematic Representation of the Brake Enclosure
and its Main Dimensions
The minimum specifications related to the dimensions of the brake enclosure are
described below. In addition to the dimension specifications described in this
paragraph, the testing facility shall ensure the selected dimensions provide a design
that meets all requirements defined in Paragraph 7.4.2.
(a)
Design the brake enclosure symmetrically to Plane A . The length of Plane A
(l ) represents the most extended length of the enclosure along the flow
direction. Plane A 's length shall be between 1,200mm and 1,400mm
(1,200mm ≤ l ≤ 1,400mm);
(b) Design the brake enclosure symmetrically to Plane D. The length of Plane D (h )
represents the longest distance (height) of the enclosure perpendicular to the
flow direction. Plane D's height shall be between 600mm and 750mm
(600mm ≤ h ≤ 750mm);
(c)
The distance from Plane C to Plane D is as long as the radius of the largest
market available brake on vehicles within the scope of this UN GTR. Plane C's
position in Figure 7.5. is given for illustration purposes and does not correspond
to any actual dimension specification;

---

Figure 7.6.
Definition of Duct Diameter (d ) and Bending Radius (r )
(g)
(h)
(i)
If a bend is applied in the sampling tunnel, a straight duct with a length of at least
six times the duct diameter (6 × d ) shall follow the bend before locating the
sampling plane. Additionally, a straight duct with a length of at least two times
the duct diameter (2 × d ) shall follow the sampling plane before placing any flow
disturbance (e.g. a second bend in the setup);
If there is no bend in the sampling tunnel, a straight duct with a length of at least
six times the duct diameter (6 × d ) shall follow the exit of the enclosure before
locating the sampling plane. Additionally, a straight duct with a length of at least
two times the duct diameter (2 × di) shall follow the sampling plane before
placing any flow disturbance (e.g. a bend in the setup or a filter to protect the
airflow measurement device from contamination);
The provisions for the ducts described in Points (a), (c), and (d) of this Paragraph
shall apply at least to the tunnel ducting from two times the duct inner diameter
(2 × d ) upstream of the enclosure's inlet to two times the duct inner diameter (2 ×
d ) downstream of the sampling plane.

---

(e)
(f)
The three-sampling probe setup requires a minimum duct diameter of 175mm.
The use of the three-probe setup is mandatory when the duct diameter is smaller
than 190mm (175mm ≤ d < 190mm). The three-probe setup may also be used
when the duct diameter is bigger than 190mm;
The four-sampling probe setup requires a minimum duct diameter of 190mm.
The use of the four-probe setup is allowed only when the duct diameter is bigger
or equal to 190mm (190mm ≤ d ≤ 225mm).
8. TEST PREPARATION REQUIREMENTS
8.1. Input Parameters
8.1.1. Full-friction Braking
The following parameters related to the brake – and the vehicle on which the brake
under testing is mounted – shall be available to the testing facility to carry out
full-friction braking emissions testing following this UN GTR.
No.
Table 8.1.
Required Test Parameters for Full-friction Braking
Parameters and
Inputs
1 Vehicle make and
model
Short description Symbol Unit
The vehicle make and model where
the brake under testing is mounted
2
Vehicle axle
The axle on the vehicle, front or rear,
where the brake under testing is
mounted
3 Brake mounting
position in the
vehicle
The location of the brake under
testing on the vehicle, right-hand
corner or left-hand corner
4
Vehicle test mass
The vehicle mass to be simulated on
the brake dynamometer as defined
in Point (a) in this Paragraph
5 Brake force
distribution
The ratio between the braking force
of each axle and the total braking
force on the vehicle as described in
Point (b) in this Paragraph
6
Fixture style
The support fixture of the brake
assembly per Paragraph 8.4.1.
7 Part number for the
disc or drum
8 Part number for the
friction material
The code labelled by the brake
manufacturer on the disc/drum
The code labelled by the friction
manufacturer on the pads/shoes
–
FA or RA –
RHC or
LHC
–
M kg
FAF or
RAF
L0-U or
L0-P
%
–
–
–

---

Table 8.1. (Continued)
No.
Parameters and
Inputs
19 Disc calliper bolt
tightening torque (if
applicable)
20 Brake calliper or
brake drum
efficiency (if
applicable)
Short description Symbol Unit
Bolt tightening suggested torque if
specified by the brake manufacturer
Efficiency to account for friction
losses, piston travel, etc. if specified
by the brake manufacturer. If not
specified, use 100%
21 Threshold pressure Minimum pressure to overcome
internal resistance before the onset
of brake torque
22
Brake runout limit
The maximum movement allowed for
the disc/drum along its axis/radius
when installed on the brake fixture
Nm
ƞ %
p kPa
BRO
The following considerations shall be taken into account when calculating some of the
required testing parameters provided in Table 8.1.:
(a) Vehicle Test Mass (M ) is the Mass in Running Order (MRO) plus the mass of
the optional fitted equipment of the vehicle (kg) on which the tested brake is
mounted plus:
μm
(i)
37.5kg that corresponds to an additional mass of 0.5 passengers, for
Category 1-1 vehicles;
(ii) 25kg plus 28% of the Maximum Vehicle Load (MVL), for Category 2
vehicles with a fully laden mass below 3,500kg.
(b)
Brake Force Distribution (FAF or RAF) represents the ratio between the braking
force of each axle and the total braking force on the vehicle, respectively. FAF
represents the share of the braking force applied to the front axle. RAF
represents the braking force share applied to the rear axle. The brake force
distribution is expressed as a percentage. The brake force distribution for each
vehicle (FAF or RAF) is provided by the vehicle manufacturer. The brake force
distribution per the default method on UN Regulation No. 90 for decelerations
below 0.65g shall be applied only whenever the vehicle manufacturer's specific
value is not available. This corresponds to:
(i)
(ii)
77% for the front axle and 32% for the rear axle for Category 1-1 vehicles;
66% for the front axle and 39% for the rear axle for Category 2 vehicles
with a fully laden mass below 3,500kg.

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(f)
Brake Nominal Inertia (I ) represents the wheel load with a radius of gyration
equal to the tyre dynamic rolling radius which imposes the same kinetic energy
on the service brake as in the actual vehicle. It is a function of the nominal wheel
load and the tyre dynamic rolling radius and is calculated from Equation 8.3:
I = WL × r (Eq. 8.3)
Where:
I
is the brake nominal inertia in kgm per Table 8.1.;
WL
is the nominal wheel load in kg per Table 8.1.;
r
is the tyre dynamic rolling radius in m per Table 8.1.
(g)
Brake Test (or applied) Inertia (I ) represents the brake nominal inertia after
subtracting the decelerating forces induced by vehicle road loads or any other
type of losses. The brake test inertia is the primary source of kinetic energy
during braking. It is a function of the brake nominal inertia and is calculated
following Equation 8.4. The brake test inertia is reduced by 13% compared to the
brake nominal inertia to account for the vehicle road load losses during
real-world operation. The brake test inertia applies to the entire brake emissions
test including cooling adjustment, bedding, and emissions measurement
sections.
I = 0.87 × I (Eq. 8.4)
(h) Piston Mean (or hydraulic) Diameter (d ) for drum brakes is the wheel cylinder
piston diameter. The d for the disc brakes represents the equivalent piston
diameter of the brake under testing. If the calliper contains several (n) pistons,
the testing facility shall determine the piston hydraulic diameter using the
equivalent individual piston diameters acting on one side of the calliper with
Equation 8.5:
(Eq. 8.5)

---

Table 8.2. (Continued)
No.
Parameters and
Inputs
10 Test (or applied)
Wheel Load
11 Tyre dynamic
rolling radius
12 Brake Effective
radius
13 Brake nominal
inertia
14 Brake test (or
applied) inertia
15 Disc/Drum
maximum outer
diameter
Short description Symbol Unit
Load at the brake corner under
testing (front or rear) after
accounting for vehicle road loads or
any other type of losses as defined
in Point (d) in this Paragraph
Tyre radius that equates to the
revolutions per distance driven as
published by the tyre manufacturer
for the specific tyre size
The distance from the centre of the
brake to the theoretical centre of the
friction material as defined in
Point (e) in this Paragraph
Wheel load with a gyration radius
that equals the tyre dynamic rolling
radius which imposes the same
kinetic energy on the service brake
as in the actual brake emissions
family parent vehicle. It is defined in
Point (f) in this Paragraph
Nominal brake inertia after
subtracting the decelerating forces
induced by vehicle road loads or any
other type of losses as defined in
Point (g) in this Paragraph
The largest diameter of the disc or
drum under testing
16
Disc Mass
Mass of the disc before testing – It is
used for the allocation of the brake
under testing to a nominal front
wheel load to disc mass group as
described in Paragraph 10
17 Number of pistons
per side
18 Piston Mean (or
hydraulic)
Diameter
19 Disc calliper bolt
tightening torque (if
applicable)
Number of pistons (or "pots") on one
side of the brake calliper
The diameter of the piston of the
brake under testing as defined in
Point (h) in Paragraph 8.4.1.
Bolt tightening suggested torque if
specified by the brake manufacturer
WL or
WL
r
r
I
I
OD
DM
kg
mm
mm
kgm
kgm
mm
kg
#
mm
Nm

---

(f)
(g)
Brake Nominal Inertia (I ) represents the wheel load with a radius of gyration
equal to the tyre dynamic rolling radius which imposes the same kinetic energy
on the service brake as in the actual brake emissions family parent vehicle. It is
calculated from Equation 8.3.
Brake Test (or applied) Inertia (I ) represents the brake nominal inertia after
subtracting the decelerating forces induced by vehicle road loads or any other
type of losses. It is calculated following Equation 8.4.
(h) Piston Mean (or hydraulic) Diameter (d ) as defined in Paragraph 8.1.1. (h).
8.2. Test Setup Preparation
8.2.1. Full-friction and Non-friction Braking
The testing facility shall perform the following tasks before commencing a brake
emissions test:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
Verify the availability of all the test documentation, brake information, control
program, dynamometer capabilities, and test conditions;
Update or upload the corresponding control program, test parameters and
conditions, and brake information onto the brake dynamometer control system;
Install the brake assembly onto the test fixture and the dynamometer tailstock in
accordance with the specifications described in Paragraph 8.4.1. Connect with
the adaptors to the main dynamometer shaft;
Install the brake pads or brake shoes and perform a thorough brake bleed to
remove air bubbles from the brake lines spanning from the master cylinder up to
the brake;
Perform a visual inspection of the brake under testing, brake fixture,
thermocouple wires, and hydraulic brake lines to ensure proper routing and
connections;
Measure the Brake Run Out (BRO) by placing the dial gauge tip 10mm outwards
from the centreline of the disc outboard surface (disc brakes) or by placing the
dial gauge radially on the centreline of the inner surface of the drum (drum
brakes). Brake pads or shoes shall not be mounted during this measurement.
Verify that the BRO is less than 50μm while manually rotating the disc or drum
installed on the dynamometer. If the BRO is above 50μm, adjustments to brake
fixturing and/or inspection of the brake parts shall be made to reduce BRO to a
value below 50μm. In case the BRO before the start of the test remains above
the limit defined in this Paragraph, the test shall be invalid;
Ensure all the instruments are available per the standard operating procedure
defined by the instrument manufacturers on usage and cleaning. Ensure all filter
media are available per the standard operating procedure defined by the filter
manufacturer on filter conditioning, handling, and storage;
Perform brake static applies at brake pressures in the range of 3-30 bar to verify
the fluid displacement curve for bleed check and visual inspection of any fluid
leak inside the enclosure;

---

Additionally, the following provisions for placing the embedded thermocouples onto the
brake components apply:
(d)
Disc brakes: Locate the embedded thermocouple in the outboard plate rubbing
surface – radially positioned 10mm outwards of the centre of the friction path –
and recessed (0.5 ± 0.1) mm deep below the surface of the disc. On vented
discs, centre the thermocouple between two fins of the disc plate. Figure 8.1.
illustrates the proper installation of embedded thermocouples on brake discs.
The Symbol 'X' denotes the surface contact radius of the disc and the pads;
Figure 8.1.
Schematic Installation of Embedded Thermocouples for Brake Discs
(e)
Drum brakes: Locate the embedded thermocouple at the centre of the friction path
recessed (0.5 ± 0.1) mm below the inside surface of the brake drum. Figure 8.2.
illustrates the proper installation of embedded thermocouples on brake drums;
Figure 8.2.
Schematic Installation of Embedded Thermocouples for Brake Drums
(f)
The installation of embedded or other types of thermocouples for measuring
brake pad or shoe temperature during brake particle emissions tests in the
context of this UN GTR is strongly discouraged.

---

The support fixture of the brake assembly shall allow the brake to freely rotate by 360°
with low friction and without exhibiting vibration or oscillations during testing. The
testing facility shall mount the brake assembly on the dynamometer using a universal
style (L0-U) or post-style (L0-P) brake fixture.
The L0-U allows for directly attaching the brake assembly onto the dynamometer
driveshaft without a wheel hub. The L0-P allows for the installation of the specific
vehicle's bearing. Figures 8.4. and 8.5. illustrate some examples of the fixture style
schematics for disc and drum brakes, respectively.
Figure 8.4.
Example of Allowed Fixture Styles Schematics for Disc Brakes
Figure 8.5.
Example of Allowed Fixture Styles Schematics for Drum Brakes
Any variant of these fixtures (one side bearing right or left or both sides bearing) may
be applied provided they use an L0 style fixture as a reference (i.e. cylindrical and
symmetrical base without additional extensions or protrusions different from those
needed to mount the calliper assembly). For example, Figure 8.4. illustrates three
different versions of an L0-U fixture: With two side bearings, one side bearing, and a
cantilevered spindle. Unique brake mounting systems for braking technologies that the
L0-U or the L0-P cannot accommodate may deviate from this requirement. In such a
case, the testing facility shall submit the proper documentation demonstrating the need
for their use.

---

9. WLTP-BRAKE CYCLE
9.1. General Information
The testing cycle for all types of brakes shall be the time-based WLTP-brake cycle. The
WLTP-brake cycle demands the continuous control of the equivalent linear speed on
the brake dynamometer. Figure 9.1. illustrates the time-resolved speed trace of the
WLTP-brake cycle.
Figure 9.1.
Time-resolved Vehicle Speed for the WLTP-brake Cycle and Classification of Trip Numbers
In summary, the WLTP-brake cycle includes:
(a)
(b)
(c)
(d)
Ten (10) individual trips (Trips #1 - #10) that represent different driving and
braking conditions. The trips are separated by cooling sections. The trips'
numbers are indicated on the right-hand side Y-axis in Figure 9.1.;
15,826s of active speed control, without including the cooling sections between
the individual trips of the cycle. The speed trace of the WLTP-brake cycle is
given in Annex A;
303 brake deceleration events. The main properties of each individual brake
deceleration event are described in Annex B;
192km of total distance driven with an average speed of 43.7km/h and a
maximum speed of 132.5km/h;

---

9.2.2. Bedding Section
The bedding procedure consists of five consecutive runs of the WLTP-brake cycle as
described in Paragraph 11 of this UN GTR. The correct execution of each WLTP-brake
cycle involves the performance of all ten trips in succession. Specific provisions related
to the brake temperature at the beginning of each WLTP-brake cycle apply to the
bedding procedure. The testing facility shall carry out the following steps:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
Set the cooling airflow to the nominal value for the brake under testing following
the procedure described in Paragraph 10;
Commence the first run of the WLTP-brake cycle at a brake temperature of
(23 ± 5) °C;
Do not apply soaking sections between the individual trips of the WLTP-brake
cycle during the bedding procedure;
Apply soaking sections between the five repetitions of the WLTP-brake cycle.
Commence each of the subsequent four WLTP-brake cycles when the brake
temperature reaches 40°C;
If the brake temperature at the end of the previous WLTP-brake cycle is between
30°C and 40°C, commence the subsequent WLTP-brake cycle immediately
without any intervention to warm the brake;
If the brake temperature at the end of the previous WLTP-brake cycle is below
30°C, discontinue the bedding section and identify discrepancies in the test
execution or repeat the cooling adjustment. After fixing the issue, repeat the
bedding section from the beginning;
Run the five individual WLTP-brake cycles consecutively without any
interruption. Paragraph 9.3.2. describes the necessary actions in the case of
interruptions.
The minimum threshold temperature of 30°C specified in this Paragraph applies to all
tested brakes. Failure to comply with the described brake temperature provisions shall
result in an invalid bedding test and the testing facility shall repeat the bedding section.
A new set of brake parts shall be used in the case of repeating the bedding procedure.

---

9.3. WLTP-brake Cycle Interruptions
9.3.1. Cooling Adjustment Section
If the test is interrupted (or the dynamometer faults) during the cooling adjustment
section, the testing facility shall discontinue the test and restart the cooling adjustment
procedure from the beginning. In such a case, after performing a data review and a
visual inspection without disturbing the brake assembly, the testing facility shall use the
same brake assembly to proceed with the next iteration of Trip #10 and finalise the
cooling adjustment section. If upon inspection there are reasons to compromise the test
(loose components, brake fluid leakage, incorrect mounting, excessive vibration, etc.),
the testing facility shall mount a new brake assembly and repeat the procedure in
accordance with the specifications described in Paragraph 8.2.1.
9.3.2. Bedding Section
If the test is interrupted (or the dynamometer faults) during the bedding section, the
testing facility shall continue bedding from the point of interruption considering the last
recorded timestamp in the Time-based file with non-zero values for the braking
parameters. The testing facility shall not conduct any warm-up stops or snubs to reach
30°C if the actual brake temperature is lower. The testing facility shall not disassemble
the parts. If the brake parts are disassembled after the beginning of the bedding
section, they are no longer suitable for completing bedding and the subsequent
emissions measurement. In such a case, the testing facility shall replace them with new
brake parts and repeat the bedding procedure from the beginning.
9.3.3. Emissions Measurement Section
If the test is interrupted (or the dynamometer faults) during one or more soaking
sections between two consecutive trips, the testing facility shall continue the test
without disassembling the parts or conducting any warm-up stops or snubs provided
that the interruption does not exceed 1h. In such a case, the testing facility shall
deactivate the particle sampling pumps and the cooling air supply at the time of the
interruption (auto-controls are strongly recommended for that purpose). The testing
facility shall resume the function of the sampling pumps and the cooling air supply once
the test is commenced again and after the cooling flow is stabilised in accordance with
the specifications described in Paragraph 7.2.3.
If the test is interrupted during Trips #1 through #10, the testing facility shall discontinue
the emissions measurement section. The testing facility shall replace the used PM
and PM filters with new ones and restart the emissions measurement from Trip #1 at
an initial brake temperature of (23 ± 5) °C without disassembling the parts.

---

(d) During the bedding section, the number of speed violations shall not exceed 475
for each complete WLTP-brake cycle. This corresponds to 3% of the WLTP-brake
cycle duration and applies to all five repetitions of the WLTP-brake cycle;
(e)
(f)
(g)
During the emissions measurement section, the number of speed violations shall
not exceed 475 for each complete WLTP-brake cycle. This corresponds to 3% of
the WLTP-brake cycle duration. Soaking sections shall not be included in the
calculation;
Calculate and report the number of speed violations in all sections as defined in
Table 13.6. in Paragraph 13.4. The computation of speed violations shall include
all types of events (dwell, acceleration, cruising, and deceleration) but not
soaking sections;
Failure to run Trip #10 of the WLTP-brake cycle during the cooling adjustment
section or the entire WLTP-brake cycle during the bedding and emissions
measurement sections within the speed tolerances defined in this Paragraph
shall result in an invalid brake emissions test.
9.4.2. Number of Deceleration Events
This quality check examines the number of executed brake events. It is necessary to
ensure that all 303 brake events of the WLTP-brake cycle were applied during the
emissions measurement section. A violation of this criterion occurs whenever the actual
number of applied brake events is not equal to the nominal value (i.e. 303).
The testing facility shall verify the number of applied brake events as defined in
Table 13.6. in Paragraph 13.4. The parameters "Stop Duration" and "Deceleration Rate
- Distance Averaged" shall be cross-checked and verified that both include
303 numerical and non-zero values that correspond to the respective 303 brake events
of the WLTP-brake cycle.
This quality check applies only to the emissions measurement section. Failure to
perform the 303 brake events of the WLTP-brake cycle during the emissions
measurement section as defined in this paragraph shall result in an invalid test.

---

(h)
The testing facility shall calculate the specific friction work by applying the
integrals for torque and angular speed over time for each brake event using the
submitted Event-based file of the brake emissions test as defined in Table 13.6.
in Paragraph 13.4. The calculation requires also the use of the test wheel load
(WL ) and follows Equation 9.1:
W = (2×π / 60) × f × ꞇ × t / WL (Eq. 9.1)
Where:
W
is the specific friction work in J/kg;
f is the rotational speed in rpm per Table 13.1.;
ꞇ is the brake torque in Nm per Table 13.1.;
t is the stop duration in sec per Table 13.1.;
WL is the test (or applied) wheel load in kg per Table 8.1.
(i) Equation 9.1 provides the specific friction work for each one of the 114 and 303
brake events of Trip #10 and the WLTP-brake cycle, respectively. The testing
facility shall calculate the total specific friction work by summing the calculated
specific friction work from the individual brake events. The total specific friction
work shall be compared to the prescribed (nominal) specific friction work value
as described in Points (a)-(c) of this Paragraph;
(j)
Failure to complete any of the sections of the brake emissions test with a total
specific friction work within the tolerances defined in this paragraph shall result in
an invalid test.

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Parameter
Table 10.1.
Specific Brake Events from Trip #10 of the WLTP-brake Cycle
Unit
Deceleration event
#46 #101 #102 #103 #104 #106
Start time s 2088 4438 4459 4494 4522 4903
End time s 2092 4447 4467 4503 4529 4918
Brake duration s 4.0 9.0 8.0 9.0 7.0 15.0
Initial speed km/h 97.4 112.0 68.2 80.9 73.4 132.5
Final speed km/h 82.7 56.1 12.0 35.3 39.3 34.0
10.1.2. Verification of Parameters and Tolerances for Brake Temperature
The target values and the corresponding tolerances for the three check parameters are
given in Table 10.2.
Table 10.2.
Default Temperature Metrics and Tolerances for Brakes During Trip #10 of the WLTP-brake Cycle
Group
ABT [A ]
IBT [A ] ± Tolerance
FBT [A ] ± Tolerance
WL
/DM ≤ 45
≥50°C
65 ± 25°C
95 ± 35°C
45 < WL
/DM ≤ 65
≥55°C
75 ± 25°C
115 ± 35°C
65 < WL
/DM ≤ 85
≥60°C
85 ± 25°C
130 ± 35°C
WL
/DM > 85
≥65°C
95 ± 25°C
150 ± 35°C
(a)
(b)
(c)
The target values and the corresponding tolerances for the three check
parameters apply to all types of front brakes mounted in all types of vehicles
within the scope of this UN GTR;
For rear disc brakes, the nominal (or set) cooling airflow defined for the
corresponding front brake application (i.e. same vehicle data) shall be applied. In
this case, the allocation of the brake in a WL /DM category described in
Paragraph 10.1.1. shall be carried out using the front brake data;
For rear drum brakes, the nominal (or set) cooling airflow defined for the
corresponding front brake application (i.e. same vehicle data) shall be applied. In
this case, the allocation of the brake in a WL /DM category described in
Paragraph 10.1.1. shall be carried out using the front brake data.

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(c)
Average Final Brake Temperature of selected brake events from Trip #10 of the
WLTP-brake cycle (FBT):
(i)
The target value (A ) and tolerances depend on the WL
/DM Group and
are defined in Table 10.2.;
(ii)
(iii)
The measured value (B ) is calculated from the Event-based file of the
brake emissions test as defined in Table 13.6. in Paragraph 13.4.;
B equals the average temperature value of the individual FBT values
recorded for each of the six selected brake events described in
Table 10.1. The testing facility shall calculate B following Equation 10.2.
B = (Z + Z + Z + Z + Z + Z ) / 6 (Eq. 10.2)
Where:
B
Z
Z
Z
Z
Z
Z
is the average FBT of selected brake events from Trip #10 of the
WLTP-brake cycle in °C;
is the FBT of brake event #46 from Trip #10 of the WLTP-brake
cycle in °C;
is the FBT of brake event #101 from Trip #10 of the WLTP-brake
cycle in °C;
is the FBT of brake event #102 from Trip #10 of the WLTP-brake
cycle in °C;
is the FBT of brake event #103 from Trip #10 of the WLTP-brake
cycle in °C;
is the FBT of brake event #104 from Trip #10 of the WLTP-brake
cycle in °C;
is the FBT of brake event #106 from Trip #10 of the WLTP-brake
cycle in °C.
After the execution of the cooling adjustment test with the selected air flow, the testing
facility shall compare the recorded temperature values of the check parameters to the
corresponding target values defined in Table 10.2. The difference between the target
and test results for the check temperature parameters shall be calculated following
Equations 10.3, 10.4, and 10.5:
Where:
C = B − A (Eq. 10.3)
C
B
is the difference in average brake temperatures over Trip #10 of the WLTP-brake
cycle in °C;
is the measured ABT over Trip #10 of the WLTP-brake cycle in °C;
A is the target ABT over Trip #10 of the WLTP-brake cycle in °C per Table 10.2.

---

(d)
(e)
(f)
(g)
All three criteria shall be fulfilled for the successful completion of the cooling
airflow adjustment section. In case the cooling adjustment test does not meet all
metrics from Table 10.2., the testing facility shall repeat the procedure adjusting
the cooling airflow accordingly;
If there is no suitable cooling airflow meeting all three metrics specified in
Table 10.2., the testing facility shall select a suitable cooling airflow that fulfils the
acceptable criteria for at least two parameters, one of which shall always be the
average Trip #10 temperature (ABT). In such a case, if the measured brake
temperature for the failing metric (IBT or FBT) is below the lower threshold value
specified in Table 10.2., the testing facility shall demonstrate that a test with the
minimum operational flow of the system was performed. If the measured brake
temperature for the failing metric (IBT or FBT) is higher than the upper threshold
value specified in Table 10.2., the testing facility shall demonstrate that a test
with the maximum operational flow of the system was performed. The
corresponding Event-based and Time-based files for the non-successful cooling
adjustment tests shall be included in the test output;
If the maximum operational flow is applied and both the IBT and FBT are higher
than the upper threshold values specified in Table 10.2., the testing facility shall
continue with the bedding and emissions measurement section applying the
maximum operational flow of the system. In such a case, the reporting data shall
include the ABT, IBT, and FBT values derived from the cooling adjustment
section with the application of the maximum operational flow. The corresponding
Event-based and Time-based files shall be included in the test output. If the
minimum operational flow is applied and both the IBT and FBT are below the
lower threshold values specified in Table 10.2., the testing facility shall continue
with the bedding and emissions measurement section applying the minimum
operational flow of the system. In such a case, the reporting data shall include
the ABT, IBT, and FBT values derived from the cooling adjustment section with
the application of the minimum operational flow. The corresponding Event-based
and Time-based files shall be included in the test output;
If the minimum operational flow is applied and all three temperature metrics are
below the lower threshold values specified in Table 10.2., the cooling air
adjustment shall be considered invalid.

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11. BEDDING SECTION
The bedding procedure is necessary to appropriately precondition the brake assembly
and stabilise its emission behavior before performing the emissions measurement. The
bedding procedure shall be carried out either with the same brake parts used during
the cooling adjustment section or with completely new brake parts.
11.1. Front Brakes
The testing facility shall perform the bedding procedure for all types of brakes equipped
at the front axle of the vehicles that fall within the scope of this UN GTR in accordance
with the specifications described below:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
Set the cooling airflow according to the adjustment of the cooling settings for the
brake under testing as specified in Paragraph 10.1.;
Define all relevant testing parameters and dynamometer settings (testing wheel
load, brake test inertia, etc.) same as in the cooling adjustment and emissions
measurement sections;
Apply five repetitions of the WLTP-brake cycle for complete bedding of the front
brake under testing;
The five WLTP-brake cycles shall run consecutively without any interruption. If
the test is interrupted during the bedding section, the testing facility shall follow
the instructions defined in Paragraph 9.3.2.;
Run each repetition of the WLTP-brake cycle without the application of soaking
sections between the individual trips of the WLTP-brake cycle. Soaking sections
shall apply only between the five repetitions of the WLTP-brake cycle (i.e.
between Trip #10 of a given WLTP-brake cycle and Trip #1 of the following
WLTP-brake cycle);
Commence the first WLTP-brake cycle of the bedding section at a brake
temperature of (23 ± 5) °C. Commence the subsequent four repetitions of the
WLTP-brake cycle in accordance with the temperature provisions described in
Paragraph 9.2.2.;
Perform the bedding section on the same dynamometer as for the emissions
measurement section. Do not disassemble the brake parts between the two
sections of the test to avoid modifying the contact points. If the brake parts are
disassembled after the beginning of the bedding procedure, they are no longer
suitable for completing bedding and emissions measurements. In such a case,
the testing facility shall replace them with new brake parts and repeat the
bedding procedure from the beginning.
Failure to comply with any of the provisions described in this Paragraph shall result in
an invalid bedding procedure. In such a case, it is not possible to proceed with the
emissions measurement section. The testing facility shall perform the bedding
procedure from the beginning using new brake parts.

---

12. EMISSIONS MEASUREMENTS SECTION
12.1. Measurement of Particulate Matter Mass
This Paragraph describes the specifications for the Particulate Matter (PM) emissions
measurement during a brake emissions test. The PM sampling system enables the
quantification of the PM mass generated by the brake during the test. The PM
emissions and the parameters from the test provide the emissions factors for the brake
under testing in mass per unit of distance driven.
The test system shall measure brake PM and PM emissions gravimetrically using
separate sampling systems for each cut-off diameter (2.5μm and 10μm). Each PM
sampling system shall consist of the following elements:
(a)
(b)
(c)
(d)
(e)
(f)
One PM sampling probe located in the tunnel. The specifications for the design
of the PM sampling probe are described in Paragraph 12.1.1.2.;
An appropriate sampling nozzle installed at the tip of the PM sampling probe.
The specifications for the design of the nozzle are described in
Paragraph 12.1.1.3.;
A cyclone applied as a PM separation device. The specifications for the cyclone
are described in Paragraph 12.1.2.1.;
A particle sampling line to transfer the aerosol from the PM separation device to
the filter holder. The specifications for the design of the sampling line are
described in Paragraph 12.1.2.2.;
A filter placed inside the filter holder to collect the particulate matter. The
specifications for the filter holder are described in Paragraph 12.1.3.1.;
One or more pumps with means to control the flow rate in real-time and the
corresponding sensors. The specifications for the sampling flow are described in
Paragraph 12.1.2.3.
In general, the setup (separate parts and connections) must be of electrically
conductive materials that do not react with the brake particles and electrically grounded
to avoid electrical/electrostatic effects. Figure 12.1. illustrates an indicative setup of the
PM sampling unit. The positioning and dimensions of the different elements are
provided for illustrative purposes; therefore, exact conformance with the figure is not
required.

---

12.1.1.2. PM Sampling Probes
Appropriate sampling probes shall be used to transport the aerosol from the tunnel to
the separation device. The sampling probes shall meet the following design
requirements:
(a)
(b)
(c)
(d)
(e)
(f)
Probes shall be appropriately designed to minimise particle losses from the
nozzle tip to the separation device;
Probes shall be made of electrically conductive materials that do not react with
brake particles. The probes shall be electrically grounded to avoid
electrical/electrostatic effects. Probes shall be made of stainless steel with an
electropolished finish (or equivalent) to the inside to attain an ultra-clean and
ultra-fine surface;
Probes shall have a constant inner diameter (d ) of at least 10mm and a
maximum inner diameter of 18mm ensuring a laminar flow (10mm ≤ d ≤ 18mm);
The sampling probes shall be designed to aim for the shortest possible length to
minimise losses and possible tubing contamination. The overall length of the
probes from the sampling nozzle tip to the inlet of the PM separation device shall
not exceed 1m;
A maximum of one bend of 90° may be applied to the probes provided that the
specifications for the design of the bend described in Point (f) of this Paragraph
are met;
If a bend is applied to the probes, the bending radius r shall be at least four
times the inner diameter (4 × d ) of the probes.
Inspect and clean the inner walls of the sampling probes frequently following the
specifications of their manufacturer regarding method and frequency. If no such
specifications are provided clean the probes at least once every two months of active
use.

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Table 12.1.
Separation Efficiency Specifications of PM Cyclonic Separator
PM
4μm
8μm
12.5μm
20μm
Separation Efficiency
<20%
<50%
>60%
>90%
Table 12.2.
Separation Efficiency Specifications of PM
Cyclonic Separator
PM
1.5μm
2μm
3μm
4μm
Separation Efficiency
<20%
<50%
>60%
>90%
12.1.2.2. PM Sampling Line
The testing facility shall ensure that the design of the sampling line that transfers the
aerosol from the cyclonic separator to the filter holder meets the specifications
described below:
(a)
(b)
(c)
(d)
(e)
(f)
The sampling line shall be appropriately designed to minimise particle transport
losses between the outlet of the cyclonic separator and the inlet of the filter
holder;
The sampling line shall be made of conductive stainless steel with the
appropriate fittings. Alternatively, flexible antistatic polytetrafluoroethylene
(PTFE) sampling lines may be used;
The sampling line shall have a constant inner diameter (d ) of at least 10mm and
a maximum of 20mm (10mm ≤ d ≤ 20mm);
The overall length of the sampling line from the outlet of the cyclonic separator to
the tip of the filter holder shall not exceed 1m in total;
The PM sampling system's part outside the tunnel (the part of the PM sampling
system that includes the cyclonic separator and the PM sampling line) shall be
designed in a way that no condensation of water can occur. The temperature
inside the sample train shall always remain above 15°C;
A bend may be applied to the sampling line provided that the bending radius r is
at least twenty-five times the inner diameter (25 × d ) of the sampling line.

---

12.1.2.4. Isokinetic Ratio
Sampling is defined as isokinetic when the airspeed in the sampling tunnel and the
sampling nozzle are equal. The airspeed is calculated from the airflow values in the
tunnel and in the nozzle taking into account their inner diameters (d and d ,
respectively). Equations 12.1 and 12.2 apply for the calculation of the airspeed in the
sampling tunnel and the sampling nozzle:
Where:
U = (4 × 1,000 × Q) / (π × d ) (Eq. 12.1)
U = (4 × 1,000 × Q ) / (π × d ) (Eq. 12.2)
U is the average airspeed in the tunnel in km/h per Table 13.2.;
U
is the average speed of the sampling air entering the nozzle in km/h;
Q is the average airflow in the tunnel in m /h per Table 13.2.;
Q
d
is the average airflow in the sampling nozzle in m /h;
is the inner diameter at the nozzle tip in mm;
d is the sampling tunnel's inner diameter in mm per Table 7.1.
The isokinetic ratio is defined as the ratio of the airspeed in the sampling nozzle to the
airspeed in the sampling tunnel. Equation 12.3 provides the means to calculate the
isokinetic ratio by combining Equations 12.1 and 12.2. The airflow values in the
sampling tunnel and the nozzle shall refer to the same temperature and pressure
conditions; therefore, normalised values shall be used to ensure comparability also
between different testing facilities:
Where:
IR = (NQ / d ) / (NQ / d ) (Eq. 12.3)
IR
is the isokinetic ratio;
NQ is the average normalised airflow in the sampling nozzle in Nm /h;
NQ is the average normalised airflow in the sampling tunnel in Nm /h per Table 13.2.;
d
is the inner diameter at the nozzle tip in mm;
d is the sampling tunnel's inner diameter in mm per Table 7.1.

---

12.1.3.2. Sampling Filters
Fluorocarbon-coated glass fibre filters or fluorocarbon membrane filters shall be used
for the PM and PM measurements. All filter types shall have a 0.3μm DOP (Dioctyl
phthalate) or PAO (poly-alpha-olefin) CS 68649-12-7 or CS 68037-01-4 collection
efficiency of at least 99% at a gas filter face velocity of 5.33cm/s measured according
to one of the following standards:
(a) U.S.A. Department of Defense Test Method Standard, MIL-STD-282
Method 102.8: DOP-Smoke Penetration of Aerosol-Filter Element;
(b) U.S.A. Department of Defense Test Method Standard, MIL-STD-282
Method 502.1.1: DOP-Smoke Penetration of Gas-Mask Canisters;
(c)
Institute of Environmental Sciences and Technology, IEST-RP-CC021: Testing
HEPA and ULPA Filter Media.
The efficiency requirements for the sampling media described in this paragraph shall
be certified by the filter supplier.
12.1.4. Weighing Procedure
Only the filter shall be weighed and not any other part of the measurement equipment.
The testing facility shall ensure that the different steps of the weighing procedure are
carried out according to the following requirements:
(a)
(b)
(c)
Weighing room – The weighing room environment shall be free of any ambient
contaminants (such as dust, aerosol, or semi-volatile material) that could
contaminate the particle filters. Regulate the weighing room environmental
conditions at 22 ± 2°C and 45 ± 8% RH. Make sure that the air flow for the air
exchange does not influence the balance stability;
Weighing balance – Use the same microbalance for both pre-sampling and
post-sampling weighing for a given brake emission test. Isolate the balance from
vibrations, electrostatic forces, and air streams. Place the balance in a controlled
environment – the weighing chamber or room – in accordance with the
specifications described in Point (a) of this Paragraph. The balance resolution
shall be of at least 1μg. Use certified calibration weights to verify the stability and
the proper function of the microbalance. The microbalance shall fulfil the
calibration requirements described in Paragraph 14.4.;
Static electricity effects – Nullify the effects of static electricity by grounding the
balance through placement upon an antistatic mat and neutralizing the particle
sampling filters before weighing using a polonium neutralizer or a device of
similar effect. Alternatively, nullify static effects through equalisation of static
charge;

---

(g)
Sample filter weighing – Follow the procedure described below to perform both
pre- and post-sampling filter weighing:
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
Weigh the filter twice and report the weights in the Mass Measurement
File;
If the difference between the first and second measurements is 30μg or
less, use the arithmetic mean to report the Pe and calculate the
Pe weights in accordance with Point (h) of this Paragraph;
If the difference between the first and second measurements is greater
than 30μg, perform two additional weighings and report the weights in the
Mass Measurement File;
When the difference between the minimum and maximum weights of the
four measurements is 38μg or less, use the arithmetic mean of the four
weights to report the Pe and calculate the Pe weights in
accordance with Point (h) of this Paragraph;
When the difference between the minimum and maximum weights of the
four measurements is greater than 38μg and less than or equal to 42μg,
use the median of the four values to report the Pe and calculate
the Pe weights in accordance with Point (h) of this Paragraph. The
median value is the arithmetic mean of the second-lowest and the
third-lowest values among the four weights taken;
When the difference between the minimum and maximum weights of the
four measurements is greater than 42μg invalidate the weighing session
and quarantine the filter in the conditioning room. The testing facility may
decide to void the filter and replace it with a new filter for a pre-sampling
weighing session, or discard the filter and repeat the brake emissions test
for a post-sampling weighing session;
After a minimum of 24h take the filter out of quarantine and weigh it twice
in accordance with Points (i) and (ii) in this Paragraph;
(viii) If the difference between the first and second new measurements is
greater than 30μg, void the filter and reject the weighing session. Use a
new filter for a pre-sampling weighing session, or discard the filter and
repeat the brake emissions test for a post-sampling weighing session.

---

(i)
(j)
Filter load – Subtract the average pre-sampling filter mass measurement from
the post-sampling filter mass measurement. Use the buoyance-corrected
average filter mass measurements calculated in Point (h) of this Paragraph.
Calculate and report both PM (Pe ) and PM (Pe ) filter loads in the Mass
Measurement File. Report the PM and PM filter loads as specified in
Table 13.6. in Paragraph 13.4.;
Storage and transfer conditions – Keep weighed filters in appositely made filter
boxes designed to host the specific filter size. Use stainless steel forceps or
tongs for filter handling. Minimise filter movement within the Petri dishes/bags
and transport as much as possible. Carefully install the particle sample filter into
the filter holder. Rough or abrasive filter handling will result in erroneous weight
determination.
12.1.5. PM Emission Factor Calculation
The testing facility shall report the PM emissions in mass per distance driven. Calculate
the reference (or initial) PM and PM emission factors of the tested brake (EF )
following Equations 12.7 and 12.8, respectively.
Where:
PM EF = [Pe × 1,000 × (NQ / 60) / NQ ] / d (Eq. 12.7)
PM EF = [Pe × 1,000 × (NQ / 60) / NQ ] / d (Eq. 12.8)
PM EF is the reference PM emission factor for the tested brake in mass
per distance driven in mg/km;
PM EF
is the reference PM emission factor for the tested brake in mass
per distance driven in mg/km;
Pe is the PM filter mass load in mg per Table 13.3.;
Pe is the PM filter mass load in mg per Table 13.3.;
NQ is the average normalised airflow in the sampling tunnel in Nm /h
per Table 13.2.;
NQ
is the average normalised airflow in the PM
sampling nozzle in
Nl/min per Table 13.2.;
NQ
is the average normalised airflow in the PM sampling nozzle in
Nl/min per Table 13.2.;
d
is the total distance driven during the WLTP-brake cycle in km per
Table 13.2.

---

In general, the setup (separate parts and connections) must be of electrically
conductive materials that do not react with the brake particles and electrically grounded
to avoid electrical/electrostatic effects. Figure 12.2. illustrates an indicative PN
sampling and measurement setup. The test system shall be capable of measuring
Total-PN (TPN10) and Solid-PN (SPN10) at a nominal particle size of approximately
10nm electrical mobility diameter and larger. The positioning and dimensions of the
different elements are provided for illustration purposes; therefore, exact conformance
with the figure is not required. The TPN10 sampling and measurement systems shall
consist of the following elements:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
A PN sampling probe that extracts a sample from the sampling tunnel. The
specifications for the design of the PN sampling probe are described in
Paragraph 12.2.1.2.;
An appropriate PN sampling nozzle that is installed at the tip of the PN sampling
probe. The specifications for the design of the nozzle are described in
Paragraph 12.2.1.3.;
A suitable tube (Particle Transfer Tube – PTT) that transfers aerosol from the
outlet of the sampling probe to the inlet of the PN pre-classifier. When the PN
pre-classifier is directly mounted to the outlet of the sampling probe, the PTT
may be used to transfer the particles from the outlet of the PN pre-classifier to
the inlet of the dilution system. The specifications for the design of the PTT are
described in Paragraph 12.2.1.4.;
A PN pre-classifier that is applied to remove bigger particles. The specifications
for the PN pre-classifier are described in Paragraph 12.2.2.1.;
A dilution system that incorporates one or more dilution stages. The specifications
for the design of the dilution system are described in Paragraph 12.2.2.2.;
An internal transfer line that transfers the aerosol from the outlet of the dilution
system to the inlet of the particle number counting device. The specifications for
the design of the transfer line are described in Paragraph 12.2.2.3.;
A Particle Number Counter (PNC) that measures the TPN10 concentration. The
specifications for the PNC are described in Paragraph 12.2.3.1.;
The SPN10 sampling and measurement systems shall consist of the following
elements:
(h)
(i)
A PN sampling probe that extracts a sample from the sampling tunnel. The
specifications for the design of the PN sampling probe are described in
Paragraph 12.2.1.2.;
An appropriate PN sampling nozzle that is installed at the tip of the PN sampling
probe. The specifications for the design of the nozzle are described in
Paragraph 12.2.1.3.;

---

12.2.1.2. PN Sampling Probes
Appropriate PN sampling probe(s) shall be used to extract the sample from the tunnel
to the inlet of the particle transfer tube or the PN pre-classifier. The PN sampling
probe(s) shall meet the following design requirements:
(a)
(b)
(c)
(d)
(e)
(f)
Use probe(s) appropriately designed to minimise particle losses from the nozzle
tip to the inlet of the particle transfer tube;
Use probe(s) made of electrically conductive materials that do not react with
brake particles. The probes shall be electrically grounded to avoid
electrical/electrostatic effects. Use probe(s) made of stainless steel with an
electropolished finish (or equivalent) to attain an ultra-clean and ultra-fine
surface;
Select probe(s) with a constant inner diameter (d ) of at least 10mm and a
maximum of 18mm ensuring a laminar flow (10mm ≤ d ≤ 18mm) under all
operating conditions;
The overall length of the probe(s) from the sampling nozzle tip to the inlet of the
particle transfer tube or the PN pre-classifier shall not exceed 1m;
The residence time from the inlet of the nozzle tip to the inlet of the particle
transfer tube or the PN pre-classifier shall be below 3s;
A maximum of one bend of 90° may be applied to the probes provided that the
bending radius r is at least four times the inner diameter (4 × d ) of the PN
sampling probe(s).
12.2.1.3. PN Sampling Nozzles
Appropriate nozzles to ensure isokinetic sampling based on the total extracted
sampling flow and the average cooling airflow shall be used. The testing facility shall
select PN sampling nozzles for both TPN10 and SPN10 sampling that meet the
following requirements:
(a)
Use nozzles made of stainless steel with an electropolished finish (or equivalent)
to the inside to attain an ultra-clean and ultra-fine surface;
(b) Use the appropriate nozzles to achieve an isokinetic ratio in the range of 0.6 to 1.5;
(c)
(d)
(e)
(f)
Select the nozzle size depending on the applied flow to keep the isokinetic ratio
(Paragraph 12.1.2.4.) within the specifications defined in Point (b) of this
paragraph. Do not use nozzles with an inner diameter lower than 4mm;
The nozzles shall have a constant internal diameter along a length equal to at
least one internal diameter or at least 10mm from the nozzle tip, whichever is
greater;
Use nozzles with a thin wall at the tip to minimise distortion of flow. These shall
have an outer to inner diameter ratio lower than 1.1 at the nozzle tip;
Any variation in the bore diameter of the nozzles shall be tapered with a conical
angle of less than 30°;

---

12.2.2. Sample Treatment and Conditioning
12.2.2.1. PN Pre-classifier
The testing facility shall use a cyclonic separator to protect the dilution system and the
VPR from possible contamination. The testing facility shall ensure that the PN
pre-classifier for both TPN10 and SPN10 sampling and measurement meets the
following requirements:
(a)
(b)
(c)
(d)
(e)
Use two cyclonic separators when applying different sampling probes for the
TPN10 and SPN10 emissions measurements;
When a single sampling probe is used for both TPN10 and SPN10, use one
cyclonic separator when placed upstream of the flow-splitting device.
Alternatively, two cyclonic separators shall be used when placed downstream of
the flow-splitting device;
Place the cyclonic separator either at the outlet of the sampling probe or at the
inlet of the sample conditioning system;
Use commercially available cyclonic separators with a 50% cut point particle
diameter between 2.5μm and 10μm at the volumetric sample flow rate that
passes through the cyclonic separator;
The cyclone shall achieve a minimum penetration efficiency of 80% for a particle
diameter of 1.5μm.
The testing facility shall inspect and clean the inner walls of the cyclones frequently
following the specifications of the instrument manufacturer regarding the cleaning
frequency and means.

---

SPN10
The Volatile Particle Remover (VPR) shall comprise at least one Particle Number
Diluter (PND1) and an evaporation tube. A second diluter (PND2) may be optionally
installed in series with the PND1 and the evaporation tube. The following specifications
apply to the VPR for conditioning the aerosol when measuring SPN10:
(k)
(l)
(m)
(n)
(o)
(p)
(q)
(r)
(s)
All parts of the VPR that come in contact with the sample shall be made of
electrically conductive materials, shall be electrically grounded to prevent
electrostatic effects, and shall be designed to minimise deposition of the
particles;
It shall be capable of diluting the sample in one or more stages to achieve a PN
concentration below the upper threshold of the single-particle count mode of the
PNC. The overall system shall be capable of providing a dilution factor of at least
10:1;
It shall be capable of maintaining the gas temperature below the maximum
allowed inlet temperature specified by the PNC manufacturer;
It may include an initial heated dilution stage which outputs the sample at a wall
temperature between 150°C and 350°C. The wall temperature set point shall not
exceed the wall temperature of the evaporation tube. The diluter shall be
supplied with air filtered through a HEPA filter of at least Class H13
(EN 1822:2008), or equivalent performance;
It shall include a catalytically active evaporation tube which is controlled to a wall
temperature greater than or equal to that of the PND1. The wall temperature of
the evaporation tube shall remain at a fixed nominal operating temperature of
350°C;
It shall control heated stages to constant nominal operating temperatures to a
tolerance of ±10°C. Additionally, the VPR system shall indicate whether heated
stages are at their correct operating temperatures;
It shall achieve a PCRF for particles of 15nm, 30nm, and 50nm electrical mobility
diameters not higher than 100%, 30%, and 20%, respectively, compared to
particles of 100nm electrical mobility diameter for the VPR as a whole.
Additionally, it shall achieve a PCRF for particles of 15nm, 30nm, and 50nm not
lower than 5% than that for particles of 100nm for the VPR as a whole. The
calculation of the PCRF at different sizes shall follow the method described in
Paragraph 14.5.1.;
It shall monitor the dilution factor variation in real-time to report the arithmetic
average PCRF (f ) at a frequency of 1Hz. The calculation of the arithmetic
average PCRF shall follow the method described in Paragraph 14.5.1.;
It shall report PCRF-corrected SPN10 concentrations at standard conditions at a
reporting frequency equal to or greater than 0.5Hz;
(t) It shall achieve more than 99.9% vaporisation of tetracontane (CH (CH2) CH )
particles with a count median diameter larger than 50nm and mass above
1mg/m , by means of heating and reduction of partial pressures of the
tetracontane;

---

12.2.3. Particle Measurement
12.2.3.1. Particle Number Counter
Particle Number Counters (PNC) shall be applied for the measurement of the TPN10
and SPN10 concentrations. The testing facility shall ensure that the PNC meets the
following requirements for both TPN10 and SPN10:
(a)
(b)
Operate under full flow operating conditions;
Have a counting accuracy of ±10% across the range from 1 #/cm³ to the upper
threshold of the single-particle count mode of the PNC against a traceable
standard;
(c) Have readability of at least 0.1#/cm at concentrations below 100#/cm ;
(d)
Have a linear response to particle concentrations over the full measurement
range in single-particle count mode;
(e) Have a t response time over the measured concentration range of less than 5s;
(f)
(g)
(h)
(i)
Incorporate an internal calibration factor from the linearity calibration against a
traceable reference which shall be applied to determine the PNC counting
efficiency. The counting efficiency shall be reported including the calibration
factor according to the specifications provided in Paragraph 14.6.;
The PNC calibration material shall be 4 cSt polyalphaolefin (Emery oil), soot-like
particles (e.g. flame generated soot or graphite particles), or silver particles;
Have counting efficiencies at nominal particle sizes of 10nm and 15nm electrical
mobility diameter of (65 ± 15)% and above 90%, respectively. These counting
efficiencies may be achieved by internal (e.g. control of instrument design) or
external (e.g. size pre-classification) means;
If the PNC makes use of a working liquid, it shall be replaced at the frequency
specified by the instrument manufacturer.

---

12.2.4. PN Emissions Calculation
The testing facility shall report PN emissions in the number of particles per distance
driven. The calculation of the reference (or initial) TPN10 and SPN10 emission factors
for the tested brake (EF ) follows Equations 12.11 and 12.12, respectively.
Where:
TPN10 EF =10 × (TPN × NQ) / V (Eq. 12.11)
SPN10 EF =10 × (SPN × NQ) / V (Eq. 12.12)
TPN10 EF
is the number of TPN10 per distance driven for the tested brake in
#/km;
SPN10 EF
is the number of SPN10 per distance driven for the tested brake in
#/km;
TPN
is the average normalised and PCRF-corrected TPN10 emissions in
#/Ncm per Table 13.2.;
SPN
is the average normalised and PCRF-corrected SPN10 emissions in
#/Ncm per Table 13.2.;
NQ is the average normalised airflow in the sampling tunnel in Nm /h
per Table 13.2.;
V
(a)
(b)
is the average actual velocity of the WLTP-brake cycle in km/h per
Table 13.2.
Calculate the average normalised and PCRF-corrected TPN10 and SPN10
emissions from the given parameters in the Time-based file;
Calculate the average normalised tunnel flow (NQ) and the average velocity of
the WLTP-brake cycle (V) over the emissions measurement section from the
given parameters in the Time-based file;
(c) Calculate the TPN10 and SPN10 EF of the tested brake following
Equations 12.11 and 12.12, respectively. Then, use the friction braking share
coefficient in Table 5.1. to calculate the final TPN10 and SPN10 EF of the tested
brake. Apply the friction braking share coefficient that corresponds to the vehicle
type of which the parameters were used for testing the brake. Use
Equations 12.13 and 12.14 for the calculation of the final TPN10 and SPN10,
respectively:
TPN10 EF= TPN10 EF × c (Eq. 12.13)
SPN10 EF= SPN10 EF × c (Eq. 12.14)
(d)
(e)
Report the final TPN10 and SPN10 EF as specified in Table 13.6. in
Paragraph 13.4.;
In case the measured TPN10 or SPN10 emissions are out of the specified
measurement range of the PNC device(s), the test shall be invalid.

---

(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
Weigh the brake friction material including the anti-noise shims, pad-shim
springs, and other elements when part of the product assembly. Report the initial
masses in the Mass Measurement File;
Use a weighing scale of a resolution of at least 0.1g or better for parts below
20kg of total weight. Use certified calibration weights to verify the stability and
the proper function of the balance every month. The microbalance shall fulfil the
calibration requirements described in Paragraph 14.4. It is recommended to
install the weighing scale in a room with controlled air and humidity conditions of
(22 ± 2)°C and (45 ± 8)% RH;
After the end of the brake emissions test, ensure the brake parts are cool down
to a temperature of 30°C or below by storing them for a maximum of 24h in a
room with controlled air and humidity conditions;
After the brakes cool down, clean the parts to remove any grease or
contamination before performing the final mass measurements;
Weigh the brake disc or drum and the brake pads or shoes. Report the final
masses in the Mass Measurement File;
Calculate the mass loss of the disc or drum and the brake pads or shoes by
subtracting the final from the initial total mass, respectively. Report the mass loss
of each part in the Mass Measurement File following the instructions defined in
Table 13.5.;
Calculate the overall mass loss of the brake under testing by summing the
values for the individual parts calculated in (i) of this Paragraph. Report the
overall mass loss following the instructions defined in Table 13.5.;
Calculate the averaged weight loss emission factor by dividing the total mass
loss calculated in (j) of this Paragraph by the total distance driven during the
brake emissions test considering all sections. The total distance shall include all
iterations of the cooling air adjustment test if the same parts are used for both
the cooling air adjustment and brake emissions test. Report the averaged weight
loss emission factor following the instructions defined in Table 13.5.

---

Regardless of the sampling rate, in the Event-based File the parameters shall be
reported for each individual brake event. The brake (or deceleration) event is defined
by its start and end time. The brake event start time is the time stamp when the
deceleration setpoint is above zero. The brake event end time is the time stamp when
the deceleration setpoint is back to zero or a negative value. Some of the parameters
reported in the Event-based file are defined by the brake event start and end time as
they represent their instantaneous values at these timestamps (i.e. Time of Stop, Stop
Duration, Initial Brake Speed Measured, Release Speed Measured, Initial Brake
Temperature, Final Brake Temperature). The rest of the parameters shall be averaged
(distance- or time-based) over the brake event to report a unique value for each
parameter. The averaging of these parameters shall be performed using the 250Hz
data sampled from 0.5s after the brake event start time to 0.5s before the brake event
end time.
Table 13.1.
Necessary Parameters for Sampling and Reporting at the Event-based File
of a Brake Emissions Test
Measurand Symbol Unit Decimals Description
Test Section –
#
N/A
A three digits "ABC"
identification code for
each deceleration event.
"A" represents the cycle's
serial number in a given
brake emissions test
(A=1 for cooling
adjustment, A=2-6 for
bedding, A=7 for
emissions measurement).
BC represents the trip's
serial number (B=01-10).
It is not sampled but shall
be automatically reported
at the individual brake
event level
Trip Stop
Number
–
#
N/A
The serial number of the
deceleration event within
the individual trip (it can
take values between 1
and 114). It is not
sampled but shall be
automatically reported at
the individual brake event
level
Sampling
Rate
N/A
N/A
Column in
the File
A
B

---

Table 13.1. (Continued)
Measurand Symbol Unit Decimals Description
Release
Speed
Setpoint
Release
Speed
Measured
Rotational
Speed
Deceleration
Rate
Setpoint
Deceleration
Rate
Calculated
–
km/h
1
The nominal linear speed
at the end (release) of the
deceleration event as
defined in the WLTPbrake
cycle. It is not
sampled but shall be
automatically reported at
the individual brake event
level
–
km/h
1
The actual linear speed
at the end (release) of the
deceleration event
registered by the brake
dynamometer
f
rpm
1
Time-averaged rotational
brake speed registered
by the brake
dynamometer. The
rotational speed sampled
during the brake event at
250Hz shall be reported
at the individual brake
event level as time
averaged. Averaging
shall be performed using
the 250Hz data sampled
from 0.5s after the brake
event start time to 0.5s
before the brake event
end time
–
m/s
2
Nominal deceleration rate
of the event as defined in
the WLTP-brake cycle. It
is not sampled but shall
be automatically reported
at the individual brake
event level
–
m/s
2
Deceleration rate of the
given brake event as
calculated from
parameters in
Columns D, H, and J
Sampling
Rate
N/A
250Hz
250Hz
N/A
N/A
I
Column in
the File
J
K
L
M

---

Table 13.1. (Continued)
Measurand Symbol Unit Decimals Description
Friction
Coefficient
Initial Brake
Temperature
Final Brake
Temperature
Peak Brake
Temperature
Specific
Friction
Work
μ
–
3
Distance averaged
friction coefficient as a
function of braking
torque, effective brake
radius, and the piston
area. The friction
coefficient calculated
from these parameters
shall be reported at the
individual brake event
level as distance
averaged. Averaging
shall be performed using
the 250Hz data sampled
from 0.5s after the brake
event start time to 0.5s
before the brake event
end time
IBT
°C
1
Brake temperature at the
beginning of the
deceleration event
measured as defined in
Paragraph 8.3.
FBT
°C
1
Brake temperature at the
end of the deceleration
event measured as
defined in Paragraph 8.3.
PBT
°C
1
Peak brake temperature
of the deceleration event
measured as defined in
Paragraph 8.3.
W
J/kg
1
The actual specific
friction work applied to
the brake in the given
deceleration event
calculated from
parameters in
Columns D, K, and O
using Equation 10.1
Sampling
Rate
N/A
250Hz
250Hz
250Hz
N/A
Column in
the File
Q
R
S
T
U

---

Table 13.2.
Necessary Parameters for Sampling and Reporting at the Time-based File
of a Brake Emissions Test
Measurand Symbol Unit Decimals Description
Timestamp
–
sec

---

Table 13.2. (Continued)
Measurand Symbol Unit Decimals Description
PM
Sampling
Flow Actual
PM
Sampling
Flow Actual
Normalised
TPN10
Sampling
Flow Actual
Normalised
TPN10 -
Average
PCRF
TPN10
Concentration
Normalised -
PCRF
Corrected
SPN10
Sampling
Flow Actual
Normalised
SPN10 -
Average
PCRF
Q
l/min
2
PM sampling flow
measured at the given
point in time
NQ
Nl/min
2
Normalised PM
sampling flow at standard
conditions at the given
point in time
NQ
Nl/min
2
TPN10-related sampling
flow measured at the
given point in time and
reported at standard
conditions. The testing
facility shall specify if the
sampling rate is different
than the nominal
f
–
1
Arithmetic average
particle concentration
reduction factor for the
TPN10 measurement
TPN
#/Ncm
1
TPN10 normalised
concentration at standard
conditions measured by
the PNC and corrected
for the PCRF at the given
point in time
NQ
Nl/min
2
SPN10-related sampling
flow measured at the
given point in time and
reported at standard
conditions. The testing
facility shall specify if the
sampling rate is different
than the nominal
f
–
1
Arithmetic average
particle concentration
reduction factor for the
SPN10 measurement
SPN10
Concentration
Normalised -
PCRF
Corrected
SPN
#/Ncm
1
SPN10 normalised
concentration at standard
conditions measured by
the PNC and corrected
for the PCRF at the given
point in time
Sampling
Rate
10Hz
10Hz
10Hz
10Hz
10Hz
10Hz
10Hz
10Hz
Column in
the File
V
W
X
Y
Z
AA
AB
AC

---

Table 13.3. (Continued)
Measurand Unit Decimals Description
Unloaded
Measurement 1
Unloaded
Measurement 2
Unloaded
Measurement 3
(if necessary)
Unloaded
Measurement 4
(if necessary)
mg
3
Weight of the unloaded filter
measured at the first weighing per
Paragraph 12.1.4.
mg
3
Weight of the unloaded filter
measured at the second weighing per
Paragraph 12.1.4.
mg
3
Weight of the unloaded filter
measured at the third weighing per
Paragraph 12.1.4. – This
measurement is necessary only if the
deviation between the first two
measurements is higher than 30μg
mg
3
Weight of the unloaded filter
measured at the fourth weighing per
Paragraph 12.1.4. – This
measurement is necessary only if the
deviation between the first two
measurements is higher than 30μg
Mean Value
mg
3
The average weight of the unloaded
filter as specified in Paragraph 12.1.4.
(Pe
)
Mean Value –
Corrected
Ambient Air
Temperature
Ambient Air Relative
Humidity
mg
3
The corrected average weight of the
unloaded filter after applying the
buoyancy correction per
Paragraph 12.1.4. (Pe
)
°C
1
Weighing room temperature – Report
the average temperature of the room
during the last hour before the
weighing procedure
%
1
Weighing room relative humidity –
Report the average relative humidity
of the room during the last hour before
the weighing procedure
Weighing Date
yyyy-mm-dd
N/A
Date on which weighing of the loaded
filter takes place
Weighing Time
hh:mm
N/A
Time at which weighing of the loaded
filter takes place
Stabilisation time
before weighing
hh:mm
N/A
Stabilisation time of the loaded filter
after sampling and before being
weighed per Paragraph 12.1.4.
I
Column in
the File
J
K
L
M
N
O
P
Q
R
S

---

13.3.2. Reference Filters Data
The testing facility shall report the parameters related to the reference filters used for
the PM mass measurement of a given brake. Details regarding the parameters, the
applied units, and the number of decimals of each parameter are provided in
Table 13.4. The reference filter data shall be reported in the tab titled "Test ID – PMMF
– Reference" of the Mass Measurement file.
Table 13.4.
Necessary Parameters Related to the Reference Filters Used at the PM Mass Measurement
Procedure for Reporting at the Mass Measurement File of a Brake Emissions Test
Measurand Unit Decimals Description
Test ID
#
N/A
A unique code that allows the testing
facility to identify the tested brake –
Shall be the same as in "Test ID" in
Table 13.6.
Filter Material
#
N/A
Type of filter used as reference per
Paragraph 12.1.4. – Shall be the same
as the filter used in the emissions test
Weighing Date
Beginning
Weighing Time
Beginning
Measurement
Beginning
Ambient Air
Temperature
Ambient Air Relative
Humidity
yyyy-mm-dd
N/A
Date on which the initial weighing of
the reference filter takes place
hh:mm
N/A
Time at which initial weighing of the
reference filter takes place
mg
3
Weight of the reference filter
measured at the beginning as defined
in Paragraph 12.1.4.
°C
1
Weighing room temperature –
Average temperature of the room
during the last hour before the
weighing procedure
%
1
Weighing room relative humidity –
Average RH of the room during the
last hour before the weighing
procedure
Weighing Date End
yyyy-mm-dd
N/A
Date on which the final weighing of the
reference filter takes place
Weighing Time End
hh:mm
N/A
Time at which the final weighing of the
reference filter takes place
Measurement End
mg
3
Weight of the reference filter
measured at the end as defined in
Paragraph 12.1.4.
Column in
the File
A
B
C
D
E
F
G
H
I
J

---

Table 13.5.
Necessary Parameters Related to the Total Mass Loss of the Brake
for Reporting at the Mass Measurement File of a Brake Emissions Test
Measurand Unit Decimals Description
Test ID
#
N/A
A unique code that allows the testing
facility to identify the tested brake –
Shall be the same as in "Test ID" in
Table 13.6.
Disc Brake
#
N/A
Specifies whether the testing brake
couple consists of a disc and a pair of
pads
Drum Brake
#
N/A
Specifies whether the testing brake
couple consists of a drum and a pair
of shoes
Initial Weighings Inner
pad/Leading shoe
Initial Weighings
Outer pad / Trailing
shoe
Initial Weighings Disc/
Drum
Final Weighings Inner
pad / Leading shoe
Final Weighings
Outer pad/Trailing
shoe
Final Weighings Disc/
Drum
g
3
Weight of the inner pad or the leading
shoe before the beginning of the
overall brake emissions test - Leading
shoe is the first shoe after the wheel
cylinder in the direction of the wheel
rotation
g
3
Weight of the outer pad or the trailing
shoe before the beginning of the
overall testing procedure - Trailing
shoe is the shoe behind the wheel
cylinder in the direction of the wheel
rotation
g
3
Weight of the disc or drum before the
beginning of the overall testing
procedure
g
3
Weight of the inner pad or the leading
shoe after the end of the overall
testing procedure
g
3
Weight of the outer pad or the trailing
shoe after the end of the overall
testing procedure
g
3
Weight of the disc or drum after the
end of the overall testing procedure
Column in
the File
A
B
C
D
E
F
G
H
I

---

13.4. Test Report File
The testing facility shall create a unique, complete, and traceable dataset as an input
file for the generation of the test report for the specific brake under testing. Table 13.6.
contains all the necessary information to include in the report. All information in the
report shall be correlated to the specific brake. The testing facility shall submit the
report in a *.pdf or equivalent format.
Table 13.6.
Testing Parameters to Report after a Brake Particle Emissions Test
No. Paragraph Parameters and Inputs Short description Unit
1
8.1.1.
Brake emissions test ID
A unique code attributed by the testing
facility to the brake emissions test for the
brake under testing – this value is used in
all output files
2
8.1.1.
Vehicle make and model
Report vehicle make and model where
the brake under testing is mounted
3
3.7.
Vehicle type
Report vehicle type where the brake
under testing is mounted
–
–
–
5.2. Friction braking share
coefficient
Report the vehicle friction braking share
coefficient where the brake under testing
is mounted
5
8.1.1.
Axle (front or rear)
Report the axle position on the vehicle for
the brake under testing (FA or RA)
6
8.1.1.
Brake orientation
(mounting position in the
vehicle)
Report the location of the brake under
testing on the vehicle, right-hand corner
or left-hand corner (RHC or RLC)
7
8.1.1.
Vehicle test mass
Report the vehicle mass simulated on the
brake dynamometer during all sections of
the brake emissions test (M
). In the
case of non-friction braking, report the
M
of the brake emissions family parent
as applied during the brake emissions
test
8
8.1.1.
Brake force distribution
Report the ratio of the braking force on
the brake's under testing axle and the
total braking force on the vehicle (FAF or
RAF). In the case of non-friction braking,
report the FAF or RAF of the brake
emissions family parent as applied during
the brake emissions test
9
8.4.1.
Fixture style
Report the style of the support fixture of
the brake assembly (L0-U or L0-P)
–
–
–
kg
%
–

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
20
8.1.1.
Number of pistons per
side
21
8.1.1.
Piston Mean (or
hydraulic) Diameter
22
8.1.1.
Brake calliper or brake
drum efficiency (if
applicable)
Report the number of pistons on one side
of the brake calliper
Report the diameter of the piston of the
brake under testing following Equation 8.5
Report the efficiency to account for
friction losses, piston travel, etc. if
specified by the brake manufacturer
23
8.1.1.
Threshold pressure
Report the minimum pressure to
overcome internal resistance before the
onset of brake torque
24
8.1.1.
Brake runout limit
Report the maximum movement allowed
for the brake under testing in a direction
normal to the friction contact surface
when installed on the brake fixture
25
7.2.
Minimum operational flow
of the system
26
7.2.
Maximum operational
flow of the system
27
7.2.1.1.
Average cooling air
temperature – Cooling
adjustment section
28
7.2.1.1.
Average cooling air
temperature – Bedding
section
Report the minimum cooling airflow that
the testing facility layout can achieve
while fulfilling all relevant cooling air
conditioning and measurement
requirements defined in this UN GTR
Report the maximum cooling airflow that
the testing facility layout can achieve
while fulfilling all relevant cooling air
conditioning and measurement
requirements defined in this UN GTR
Calculate and report the average cooling
air temperature measured during the
successful iteration of the cooling
adjustment section. Use the 1Hz data of
the parameter "Cooling Air Temperature"
in the Time-based File to calculate the
average over Trip #10
Calculate and report the average cooling
air temperature measured during the
bedding section. Report the average
cooling air temperature for all five
WLTP-brake cycles separately. Use the
1Hz data of the parameter "Cooling Air
Temperature" in the Time-based File to
calculate the averages over the
5 WLTP-brake cycles
#
mm
%
kPa
μm
m /h
m /h
°C
°C

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
35
7.2.1.2.
Average cooling air
relative humidity –
Cooling adjustment
section
36
7.2.1.2.
Average cooling air
relative humidity –
Bedding section
37
7.2.1.2.
Average cooling air
relative humidity –
Emissions measurement
section
38
7.2.1.2.
Average cooling air
relative humidity –
Overall compliance
39
7.2.1.2.
Instantaneous air relative
humidity violations –
Cooling adjustment
section
Calculate and report the average cooling
air relative humidity measured during the
successful iteration of the cooling
adjustment section. Use the 1Hz data of
the parameter "Cooling Air Relative
Humidity" in the Time-based File to
calculate the average over Trip #10
Calculate and report the average cooling
air relative humidity measured during the
bedding section. Report the average
cooling air relative humidity for all five
WLTP-brake cycles separately. Use the
1Hz data of the parameter "Cooling Air
Relative Humidity" in the Time-based File
to calculate the averages over the 5
WLTP-brake cycles
Calculate and report the average cooling
air relative humidity measured during the
emissions measurement section. Use the
1Hz data of the parameter "Cooling Air
Relative Humidity" in the Time-based File
to calculate the average over the
WLTP-brake cycle
Verify that all parts of the test fulfil the
specifications for the average cooling air
relative humidity defined in this UN GTR
Calculate and report the percentage of
the instantaneous cooling air relative
humidity readings (1Hz) with a value
lower than 20% or higher than 80%
during the successful iteration of the
cooling adjustment section. Use the 1Hz
data of the parameter "Cooling Air
Relative Humidity" in the Time-based File
to calculate the number of such
occurrences and their percentage over
Trip #10
%
%
%
Y/N
%

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
45
7.2.1.2.
Average cooling air
absolute humidity –
Emissions measurement
section
46
7.2.1.2.
Average cooling air
absolute humidity –
Overall compliance
47
7.2.2.1.
Cooling air filtering –
Overall compliance
48
7.2.2.2.1.
System background
verification – TPN10 at
minimum operational
airflow
49
7.2.2.2.1.
System background
verification – SPN10 at
minimum operational
airflow
50
7.2.2.2.1.
System background
verification – TPN10 at
maximum operational
airflow
51
7.2.2.2.1.
System background
verification – SPN10 at
maximum operational
airflow
52
7.2.2.2.3.
System background
verification – Overall
compliance
53
7.2.2.2.2.
Test level background
verification – TPN10
PCRF setting
54
7.2.2.2.2.
Test level background
verification – SPN10
PCRF setting
Calculate and report the average cooling
air absolute humidity measured during
the emissions measurement section. Use
the 1Hz data of the parameter "Cooling
Air Absolute Humidity" in the Time-based
File to calculate the average over the
WLTP-brake cycle
Verify that all parts of the test fulfil the
specifications for the average cooling air
absolute humidity defined in this UN GTR
Verify that the cooling air entering the
system complies with the filtering
specifications defined in this UN GTR
Report the TPN10 background
concentration of the setup measured at
the minimum operational airflow
Report the SPN10 background
concentration of the setup measured at
the minimum operational airflow
Report the TPN10 background
concentration of the setup measured at
the maximum operational airflow
Report the SPN10 background
concentration of the setup measured at
the maximum operational airflow
Verify that the TPN10 and SPN10
background concentrations measured at
different airflows are below the maximum
allowed limit defined in Point (c) of
Paragraph 7.2.2.2.3.
Report the certified value of the PCRFsetting
applied during the pre- and posttest
background verification for TPN10
Report the certified value of the
PCRF-setting applied during the pre- and
post-test background verification for
SPN10
mg H 0/g
dry air
Y/N
Y/N
#/Ncm
#/Ncm
#/Ncm
#/Ncm
Y/N
#
#

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
60
7.2.2.2.4.
Pre-test background –
TPN10 number per
distance
61
7.2.2.2.4.
Pre-test background –
SPN10 number per
distance
62
7.2.2.2.4.
Post-test background –
TPN10 number per
distance
63
7.2.2.2.4.
Post-test background –
SPN10 number per
distance
64
7.2.3.
Airflow measurement
device – Overall
compliance
65
7.2.3.
Cooling airflow – Nominal
(or set) value
66
7.2.3.
Cooling airflow – Nominal
(or set) value
67
7.2.3.
Cooling airflow – Average
value (cooling adjustment
section)
68
7.2.3.
Cooling airflow –
Difference with the
nominal flow (cooling
adjustment section)
Calculate and report the TPN10
background measured during the pre-test
background verification in # per distance
travelled following Equation 7.1
Calculate and report the SPN10
background measured during the pre-test
background verification in # per distance
travelled following Equation 7.2
Calculate and report the TPN10
background measured during the posttest
background verification in # per
distance travelled following Equation 7.1
Calculate and report the SPN10
background measured during the posttest
background verification in # per
distance travelled following Equation 7.2
Verify the compliance of the airflow
measurement element with all the
requirements defined in 7.2.3. (a)-(h)
Report the nominal (or set) cooling airflow
for the brake under testing (Q )
Verify that the same nominal cooling
airflow has been applied during all brake
emissions test sections
Calculate and report the average
measured cooling airflow during the
cooling adjustment section. Use the 1Hz
data of the parameter "Cooling Airflow
Actual" in the Time-based File to
calculate the average over Trip #10. In
the case of multiple iterations of the
cooling adjustment section, report only
the one that resulted in the definition of
the Q
Calculate and report the per cent
difference between the average
measured cooling airflow and the nominal
cooling airflow during the cooling
adjustment section
#/km
#/km
#/km
#/km
Y/N
m /h
Y/N
m /h
%

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
74
7.2.3.
Cooling airspeed –
Average value (bedding
section)
75
7.2.3.
Cooling airflow – Average
value (emissions
measurement section)
76
7.2.3.
Cooling airflow –
Difference with the
nominal flow (emissions
measurement section)
77
7.2.3.
Cooling airflow – Average
normalized value
(emissions measurement
section)
78
7.2.3.
Cooling airspeed –
Average value (emissions
measurement section)
Calculate and report in the Time-based
File the instantaneous cooling airspeed
during the bedding section following
Equation 7.3. Calculate and report the
average cooling airspeed during the
bedding section for all WLTP-brake
cycles. Use the 1Hz data of the
parameter "Cooling Airspeed Actual" in
the Time-based File to calculate the
averages over the 5 WLTP-brake cycles
Calculate and report the average
measured cooling airflow during the
emissions measurement section. Use the
1Hz data of the parameter "Cooling
Airflow Actual" in the Time-based File to
calculate the average over the
WLTP-brake cycle (soaking sections not
included)
Calculate and report the per cent
difference with the nominal cooling airflow
during the emissions measurement
section
Calculate and report the average
normalized measured cooling airflow
during the emissions measurement
section. Use the 1Hz data of the
parameter "Cooling Airflow Actual
Normalized" in the Time-based File to
calculate the average over the
WLTP-brake cycle (soaking sections not
included)
Calculate and report in the Time-based
File the instantaneous cooling airspeed
during the emissions measurement
section following Equation 7.3. Calculate
and report the average cooling airspeed
during the emissions measurement
section. Use the 1Hz data of the
parameter "Cooling Airspeed Actual" in
the Time-based File to calculate the
average over the WLTP-brake cycle
(soaking sections not included)
km/h
m /h
%
Nm3/h
km/h

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
86
7.3.
Brake dynamometer and
automation system –
Overall compliance
87
7.3.
Brake dynamometer and
automation system –
Overall compliance
88
7.4.2.
Brake enclosure design –
Reynolds number at the
entrance of the enclosure
89
7.4.2.
Brake enclosure design –
Speed uniformity
verification at the
minimum operational
airflow
90
7.4.2.
Brake enclosure design –
Speed uniformity
verification at the
maximum operational
airflow
91
7.4.2.
Brake enclosure design –
Overall compliance
92
7.4.3.
Brake enclosure
dimensions – Length
93
7.4.3.
Brake enclosure
dimensions – Height
94
7.4.3.
Brake enclosure
dimensions – Depth
Verify that the mandatory specifications
for the brake dynamometer set out in
Paragraph 7.3. (a)-(e) are met
Verify that the mandatory specifications
for the automation, control, and data
acquisition system set out in
Paragraph 7.3. (f)-(h) are met
Calculate and report the Reynolds
number of the airflow at the entrance of
the enclosure for the brake under testing.
Calculate the Reynolds number only
during the emissions measurement
section following Equation 7.4. Use the
1Hz data of the parameter "Cooling
Airspeed Actual" in the Time-based File
to calculate the average cooling airspeed
over the WLTP-brake cycle (soaking
sections not included)
Verify that the airspeed at each position
of the Plane C used for the speed
uniformity verification does not vary by
more than ±35% of the arithmetic mean
of all measurements for the setup's
minimum operational airflow
Verify that the airspeed at each position
of the Plane C used for the speed
uniformity verification does not vary by
more than ±35% of the arithmetic mean
of all measurements for the setup's
maximum operational airflow
Verify the compliance of the brake
enclosure with all the specifications
defined in Paragraph 7.4.2. (a)-(l)
Report the length of Plane A1 (I –
enclosure's length) as defined in
Paragraph 7.4.3.
Report the length of Plane D (h –
enclosure's height) as defined in
Paragraph 7.4.3.
Report the maximum axial depth of the
enclosure at plane D as defined in
Paragraph 7.4.3.
Y/N
Y/N
–
Y/N
Y/N
Y/N
mm
mm
mm

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
107
7.6.
Design of the sampling
plane – Distance
between probes and
walls
Report the minimum distance between
the probes and the tunnel wall (a ) as
specified in Figure 7.7.
mm
108
7.6.
Design of the sampling
plane – Overall
compliance
109
8.3.
Brake temperature
measurement –
Thermocouples overall
compliance
110
8.3.
Brake temperature
measurement – Friction
material temperature
measurement
111
8.4.1.
Brake assembly – Fixture
type
112
8.4.1.
Brake assembly – Overall
compliance
113
8.4.1.
Brake assembly – Brake
rotation
114
8.4.1.
Brake assembly – Brake
rotation
115
8.4.2.
Calliper orientation –
Overall compliance
116
9.2.1.
Initial temperature –
Cooling adjustment
section
Verify the compliance of the sampling
plane with all distance and placement
specifications defined in Paragraph 7.6.
(a)-(f)
Verify the compliance of the used
thermocouples with all the requirements
defined in Paragraph 8.3. (a)-(f)
Report whether brake pads or shoes
temperature was also measured in
addition to the brake disc or drum
temperature
Specify the type of support fixture used
for mounting the brake assembly on the
inertia dynamometer (L0-U or L0-P or
Other)
Verify that the installation position and the
type of support fixture used for the brake
assembly meet the requirements
specified in Paragraph 8.4.1.
Report the rotation direction of the brake
disc or drum (CW or CCW) with respect
to the direction of evacuation
Verify that the tested brake disc or drum
rotates in the direction of the evacuation
Verify that the calliper orientation of the
brake under testing meets the
requirements specified in Paragraph 8.4.2.
Report the initial brake temperature of the
successful cooling adjustment iteration.
Use the corresponding value of the
parameter "Brake Temperature" in the
Time-based File (i.e. use the entry for
brake temperature at the beginning of
Trip #10)
Y/N
Y/N
Y/N
–
Y/N
–
Y/N
Y/N
°C

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
124
9.4.1.
Speed violations –
Bedding section
125
9.4.1.
Speed violations –
Emissions measurement
section
126
9.4.1.
Speed violations –
Overall compliance
127
9.4.2.
Number of deceleration
events – Count using the
"Stop duration"
128
9.4.2.
Number of deceleration
events – Count using the
"Deceleration rate"
129
9.4.2.
Number of deceleration
events – Overall
compliance
Calculate and report the percentage of
speed violations during the bedding
section. Perform the calculation for all five
WLTP-brake cycles separately. Use the
1Hz data of the parameters "Linear
Speed Actual" and "Linear Speed
Nominal" in the Time-based File.
Compare the 1Hz data of the two
parameters to calculate the number and
the overall percentage of speed violations
over the 5 WLTP-brake cycles
Calculate and report the percentage of
speed violations during the emissions
measurement section. Use the 1Hz data
of the parameters "Linear Speed Actual"
and "Linear Speed Nominal" in the
Time-based File. Compare the 1Hz data
of the two parameters to calculate the
number and the overall percentage of
speed violations over the WLTP-brake
cycle
Verify that all sections of the brake
emissions test comply with the speed
violations criteria defined in
Paragraph 9.4.1. (a)-(g)
Report the number of numerical and
non-zero values of the parameter "Stop
Duration" in the Event-based File over the
emissions measurement section
Report the number of numerical and
non-zero values of the parameter
"Deceleration Rate - Distance Averaged"
in the Event-based File over the
emissions measurement section
Verify that the number of brake events
equals 303 as specified in
Paragraph 9.4.2.
%
%
Y/N
#
#
Y/N

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
134
9.4.3.
Kinetic energy dissipation
– W during the emissions
measurement section
135
9.4.3.
Kinetic energy dissipation
– Deviation from the
nominal value (emissions
measurement section)
136
9.4.3.
Kinetic energy dissipation
– Overall compliance
137
10.1.1.
Nominal front wheel
load/disc or drum mass
ratio (WL
/DM)
138
10.1.3.
ABT over Trip #10 of the
WLTP-brake cycle –
Measured value (cooling
adjustment section)
139
10.1.3.
ABT over Trip #10 of the
WLTP-brake cycle –
Difference to the target
value (cooling adjustment
section)
Calculate and report the kinetic energy
dissipation (W ) during the emissions
measurement section following Equation 9.1.
Use the data of the parameters "Stop
Duration", "Rotational Speed – Time
Averaged", and "Brake Torque – Time
Averaged" in the Event-based File. Sum
the calculated specific friction work from
the individual brake events to report the
total specific friction work over the
WLTP-brake cycle of the emissions
measurement section
Calculate and report the per cent
difference from the nominal friction work
value during the emissions measurement
section
Verify that all sections of the brake
emissions test comply with the kinetic
energy dissipation criteria specified in
Paragraph 9.4.3. (a)-(j)
Calculate and report the nominal front
wheel load to disc mass (or drum mass in
the case of front drum brakes) ratio
(WL /DM) for the brake under testing. In
the case of non-friction braking, use the
parameters of the brake emissions family
parent to calculate and report the nominal
front wheel load to disc mass
Calculate and report the average brake
temperature during the successful
iteration of the cooling adjustment section
for the brake under testing (B ). Use the
1Hz data of the parameter "Brake
Temperature" in the Time-based File to
calculate the average brake temperature
over Trip #10
Calculate and report the difference
between the average brake temperature
during the successful iteration of the
cooling adjustment section to the target
average brake temperature for the brake
under testing (C ) following Equation 10.3
J/kg
%
Y/N
–
°C
°C

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
147 11.1., 11.2. Bedding section – Overall
compliance
148 11.1., 11.2. Bedding section – Use of
new parts in case of
failure
149
12.1.1.1.
PM sampling plane –
Flow splitting
150
12.1.1.1.
PM sampling plane –
Overall compliance
151 12.1.1.2. PM sampling probes –
PM probe dimensions
(inner diameter)
152
12.1.1.2.
PM sampling probes –
PM probe dimensions
(inner diameter)
153 12.1.1.2. PM sampling probes –
PM probe dimensions
(length)
154
12.1.1.2.
PM sampling probes –
PM probe dimensions
(length)
155
12.1.1.2.
PM sampling probes –
Application of a bend
156 12.1.1.2. PM sampling probes –
PM probe application of
a bend (bending radius)
157
12.1.1.2.
PM sampling probes –
PM probe application of
a bend (bending radius)
Verify that the bedding section was
carried out and completed fulfilling all the
specifications described in
Paragraphs 11.1. (a)-(g) or 11.2. (a)-(g)
In the case of a failed bedding procedure
as specified in Paragraphs 11.1. and
11.2., verify that new brake parts have
been used to start over the bedding
section
Verify that the PM and PM sampling
units do not apply flow splitting anywhere
between the PM sampling probe's inlet to
the filters
Verify that the design of the sampling
plane and the placement of the PM and
PM sampling probes fulfil the
specifications described in
Paragraph 12.1.1.1. (a)-(d)
Report the PM sampling probe inner
diameter (d ) used for the brake under
testing
Report the PM sampling probe inner
diameter (d ) used for the brake under
testing
Report the PM sampling probe's overall
length from the sampling nozzle tip to the
inlet of the PM separation device
Report the PM sampling probe's overall
length from the sampling nozzle tip to the
inlet of the PM separation device
Report if a bend is applied to the PM
and/or PM sampling probes used for the
brake under testing
When a bend is applied to the PM
sampling probe report its bending radius
in probe diameters. If there is no bend
report "NA"
When a bend is applied to the PM
sampling probe report its bending radius
in probe diameters. If there is no bend
report "NA"
Y/N
Y/N/NA
Y/N
Y/N
mm
mm
mm
mm
Y/N
Xd
Xd

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
170
12.1.2.2.
PM sampling line – PM
line dimensions (length)
171
12.1.2.2.
PM sampling line –
Application of a bend
172
12.1.2.2.
PM sampling line – PM
line bending radius
173
12.1.2.2.
PM sampling line – PM
line bending radius
174
12.1.2.2.
PM sampling line –
Overall compliance
175
12.1.2.3.
PM sampling flow – PM
nominal flow
176
12.1.2.3.
PM sampling flow – PM
nominal flow
177
12.1.2.3.
PM sampling flow – PM
measured flow
178
12.1.2.3.
PM sampling flow – PM
measured flow
Report the PM sampling line overall
length from the cyclone to the tip of the
filter holder used for the brake under
testing
Report if a bend is applied to the PM
and/or PM sampling lines used for the
brake under testing
When a bend is applied to the PM
sampling line report its bending radius in
sampling line diameters. If there is no
bend report "NA"
When a bend is applied to the PM
sampling line report its bending radius in
sampling line diameters. If there is no
bend report "NA"
Verify that the PM and PM sampling
lines used for the brake under testing
meet all the requirements specified in
Paragraph 12.1.2.2. (a)-(f)
Report the set (nominal) flow value for
PM sampling for the brake under
testing (Q )
Report the set (nominal) flow value for
PM sampling for the brake under testing
(Q )
Calculate and report the average
measured PM sampling flow over the
emissions measurement section for the
brake under testing. Use the 1Hz data of
the parameter "PM Sampling Flow
Actual" in the Time-based File to
calculate the average measured flow over
the WLTP-brake cycle (cooling sections
not included)
Calculate and report the average
measured PM sampling flow over the
emissions measurement section for the
brake under testing. Use the 1Hz data of
the parameter "PM Sampling Flow
Actual" in the Time-based File to
calculate the average measured flow over
the WLTP-brake cycle (cooling sections
not included)
mm
Y/N
Xd
Xd
Y/N
l/min
l/min
l/min
l/min

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
184
12.1.3.1.
PM filter holder – PM
filter holder overall
compliance
185
12.1.3.1.
PM filter holder – PM
filter holder overall
compliance
186
12.1.3.2.
PM sampling filters –
Type of filter for PM
sampling
187
12.1.3.2.
PM sampling filters –
Type of filter for PM
sampling
188
12.1.3.2.
PM sampling filters –
Overall compliance
189
12.1.4.
Weighing procedure –
Climatic room
190
12.1.4.
Weighing procedure –
Balance resolution
191
12.1.4.
Weighing procedure –
Pre-sampling date and
time
192
12.1.4.
Weighing procedure –
Pre-sampling room's
temperature
193
12.1.4.
Weighing procedure –
Pre-sampling room's RH
194 12.1.4. Weighing procedure –
Pre-sampling PM filter
weight
Verify that the PM filter holder meets all
the requirements defined in
Paragraph 12.1.3.1. (a)-(d)
Verify that the PM filter holder meets all
the requirements defined in
Paragraph 12.1.3.1. (a)-(d)
Specify the type of filter (filter material)
used for PM sampling for the brake
under testing
Specify the type of filter (filter material)
used for PM sampling for the brake
under testing
Verify that the filters used for PM and
PM sampling for the brake under testing
meets all the requirements defined in
Paragraph 12.1.3.2.
Verify that the weighing balance has
been stored in an appropriate room
fulfilling all the requirements described in
Paragraph 12.1.4.
Report the resolution of the weighing
balance used for weighing the PM and
PM filters
Report the pre-sampling weighing date
and time of the PM and PM filters
used for the brake under testing
Report the pre-sampling weighing room's
average temperature during the
measurement of the PM and PM filter
weights
Report the pre-sampling weighing room's
average relative humidity during the
measurement of the PM and PM filter
weights
Report the final pre-sampling PM filter
weight for the brake under testing.
Calculate the pre-sampling PM filter
weight in accordance with the procedure
defined in Point (g) of Paragraph 12.1.4.
(Pe )
Y/N
Y/N
–
–
Y/N
Y/N
μg
–
°C
%
μg

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
203
12.1.4.
Weighing procedure –
Post-sampling PM filter
weight
204
12.1.4.
Weighing procedure –
Post-sampling PM filter
weight corrected
205 12.1.4. Weighing procedure –
PM final filter load
206
12.1.4.
Weighing procedure –
PM final filter load
207
12.1.4.
Weighing procedure –
Overall compliance
208 12.1.4. Weighing procedure –
PM reference filter
initial weight
209 12.1.4. Weighing procedure –
PM reference filter final
weight
210
12.1.4.
Weighing procedure –
PM reference filter initial
weight
Report the final post-sampling PM filter
weight for the brake under testing.
Calculate the post-sampling PM filter
weight in accordance with the procedure
defined in Point (g) of Paragraph 12.1.4.
(Pe )
Report the corrected for buoyancy
post-sampling PM filter weight for the
brake under testing (Pe ). Use
Equation 12.5 to calculate the corrected
mass measurement
μg
μg
Report the PM filter mass loading for μg
the brake under testing (Pe ). Use the
corrected for buoyancy pre-testing and
post-testing PM filter measurements for
the calculation as specified in
Point 12.1.4. (g)
Report the PM filter mass loading for
the brake under testing (Pe ). Use the
corrected for buoyancy pre-testing and
post-testing PM filter measurements for
the calculation as specified in
Point 12.1.4. (g)
Verify that all requirements defined in
Paragraph 12.1.4. for conditioning,
handling, and weighing of the PM and
PM filters used for the brake under
testing have been fulfilled
Report the initial corrected for buoyancy
PM reference filter weight for the brake
under testing. Use Equation 12.5 to
calculate the corrected mass
measurement
Report the final corrected for buoyancy
PM reference filter weight for the brake
under testing. Use Equation 12.5 to
calculate the corrected mass
measurement
Report the initial corrected for buoyancy
PM reference filter weight for the brake
under testing. Use Equation 12.5 to
calculate the corrected mass
measurement
μg
Y/N
μg
μg
μg

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
216
12.1.5.
PM emission factor
calculation – Reference
PM Emission Factor
217
12.1.5.
PM emission factor
calculation – Final PM
Emission Factor
218
12.2.1.1.
PN sampling plane – PN
sampling layout
219
12.2.1.1.
PN sampling plane – PN
sampling probes
positioning
220
12.2.1.1.
PN sampling plane –
Flow angle of the flow
splitter
221
12.2.1.1.
PN sampling plane –
Overall compliance of the
flow splitter
222
12.2.1.2.
PN sampling probes –
TPN10 probe dimensions
(inner diameter)
223
12.2.1.2.
PN sampling probes –
SPN10 probe dimensions
(inner diameter)
Report the PM emission factor in mass
per distance driven for the brake under
testing as specified in Paragraph 12.1.5.
(PM EF ). Use the PM filter mass
loading for the brake under testing (Pe )
calculated in the Mass Measurement File.
Use the data of the parameters "Cooling
Airflow Actual Normalized", "PM
Sampling Flow Actual Normalized", and
"Driven Distance" in the Time-based File
over the WLTP-brake cycle of the
emissions measurement section
Report the final PM emission factor in
mass per distance driven for the vehicle
on which the brake under testing is
mounted (PM EF). Perform the
calculation in accordance with
Equation 12.10 as specified in
Paragraph 12.1.5.
Specify if one or two sampling probes
were used for TPN10 and SPN10
sampling for the brake under testing
Verify that the design of the sampling
plane and the placement of the TPN10
and SPN10 sampling probes fulfil the
specifications described in
Paragraph 12.2.1.1. (a)-(b)
When a single sampling probe is used for
both TPN10 and SPN10 report the flow
angle of the applied flow splitter
When a single sampling probe is used for
both TPN10 and SPN10 verify that the
applied flow-splitting device meets all the
design, flow velocity, and penetration
requirements defined in
Points 12.2.1.1. (c)-(e)
Report the TPN10 sampling probe's inner
diameter (d ) used for the brake under
testing
Report the SPN10 sampling probe's inner
diameter (d ) used for the brake under
testing
mg/km
mg/km
–
Y/N
°
Y/N/NA
mm
mm

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
235
12.2.1.4.
PN transfer tube –
TPN10 PTT dimensions
(inner diameter)
236
12.2.1.4.
PN transfer tube –
SPN10 PTT dimensions
(inner diameter)
237
12.2.1.4.
PN transfer tube –
Application of a bend
238
12.2.1.4.
PN transfer tube –
TPN10 bending radius
239
12.2.1.4.
PN transfer tube –
SPN10 bending radius
240
12.2.1.4.
PN transfer tube –
Overall compliance
241
12.2.2.1.
PN separation device –
TPN10 cut-off size
242
12.2.2.1.
PN separation device –
SPN10 cut-off size
243
12.2.2.1.
PN separation device –
Overall compliance
244
12.2.2.2.
PN sample conditioning –
TPN10 average PCRF
Report the TPN10 particle transfer tube
inner diameter (d ) used for the brake
under testing
Report the SPN10 particle transfer tube
inner diameter (d ) used for the brake
under testing
Report if a bend is applied to the TPN10
and/or SPN10 particle transfer tubes
used for the brake under testing
When a bend is applied to the TPN10
particle transfer tube report its bending
radius in sampling transfer tube
diameters
When a bend is applied to the SPN10
particle transfer tube report its bending
radius in sampling transfer tube
diameters
Verify that the TPN10 and SPN10 particle
transfer tubes used for the brake under
testing meet all the requirements
specified in Paragraph 12.2.1.4. (a)-(g)
Report the TPN10 cyclonic separator
cut-off size used for the brake under
testing
Report the SPN10 cyclonic separator
cut-off size used for the brake under
testing
Verify that the PN cyclonic separator(s)
used for the brake under testing meets all
the requirements specified in
Paragraph 12.2.2.1. (a)-(e)
Report the arithmetic average PCRF
applied for the TPN10 sampling and
measurement for the brake under testing.
Use the 1Hz data of the parameter
"TPN10 - Average PCRF" in the
Time-based File to calculate the
arithmetic average PCRF over the
WLTP-brake cycle of the emissions
measurement section
mm
mm
Y/N
Xd
Xdtt
Y/N
μm
μm
Y/N
–

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
254
12.2.2.3.
PN internal transfer line –
SPN10 bending radius
255
12.2.2.3.
PN internal transfer line –
Overall compliance
256
12.2.3.1.
Particle number counter –
TPN10 PNC overall
compliance
257
12.2.3.1.
Particle number counter –
SPN10 PNC overall
compliance
258
12.2.3.2.
PN sampling flow –
TPN10 measured flow
259
12.2.3.2.
PN sampling flow –
SPN10 measured flow
260
12.2.3.2.
PN sampling flow –
TPN10 isokinetic ratio
When a bend is applied to the SPN10
internal transfer line report its bending
radius in transfer line diameters. If there
is no bend report "NA"
Verify that the TPN10 and SPN10 internal
transfer lines used for the brake under
testing meet all the design requirements
specified in Paragraph 12.2.2.3.
Verify that the particle number counter
used for the measurement of TPN10 for
the brake under testing meets all the
requirements specified in
Paragraph 12.2.3.1. (a)-(i)
Verify that the particle number counter
used for the measurement of SPN10 for
the brake under testing meets all the
requirements specified in
Paragraph 12.2.3.1. (a)-(i)
Report the average normalized PN
sampling flow value for TPN10 for the
brake under testing. Use the 1Hz data of
the parameter "TPN10 Sampling Flow
Actual Normalized" in the Time-based
File to calculate the average sampling
flow over the WLTP-brake cycle of the
emissions measurement section
Report the average normalized PN
sampling flow value for SPN10 for the
brake under testing. Use the 1Hz data of
the parameter "SPN10 Sampling Flow
Actual Normalized" in the Time-based
File to calculate the average sampling
flow over the WLTP-brake cycle of the
emissions measurement section
Report the average isokinetic ratio for
TPN10 sampling for the brake under
testing. Use the TPN10 nozzle diameter
and the 1Hz data of the parameters
"Cooling Airflow Actual Normalized" and
"TPN10 Sampling Flow Actual
Normalized" in the Time-based File (over
the WLTP-brake cycle of the emissions
measurement section) for the calculation
following Equation 12.4
Xd
Y/N
Y/N
Y/N
Nl/min
Nl/min
–

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
268
12.2.4.
PN emission factor
calculation – SPN10
measurement range
verification
269
12.2.5.
PN system verification
procedures – Overall
compliance
270
12.3.
Mass loss measurement
– Disc or drum pre-test
mass
271
12.3.
Mass loss measurement
– Friction material
pre-test mass
272
12.3.
Mass loss measurement
– Disc or drum post-test
mass
273
12.3.
Mass loss measurement
– Friction material
post-test mass
274
12.3.
Mass loss measurement
– Total mass loss
Verify that the SPN10 emissions in
#/Ncm are within the specified
measurement range of the PNC device.
Use the 1Hz data of the parameter
"SPN10 Concentration Normalized -
PCRF Corrected" in the Time-based File
for performing the verification over the
WLTP-brake cycle of the emissions
measurement section
Verify that the PN system verification
procedures defined in Paragraph 12.2.5.
(a)-(d) have been applied successfully for
the brake under testing
Report the pre-test mass of the disc or
drum with the thermocouple installed and
the thermocouple connector removed
Report the total pre-test mass of the
brake friction material including the
anti-noise shims, pad-shim springs, and
other elements when part of the product
assembly. Use the data from the Mass
Measurement File to report the sum of
the pre-test masses for the brake friction
material
Report the post-test mass of the disc or
drum with the thermocouple installed and
the thermocouple connector removed
Report the total post-test mass of the
brake friction material including the
anti-noise shims, pad-shim springs, and
other elements when part of the product
assembly. Use the data from the Mass
Measurement File to report the sum of
the post-test masses for the brake friction
material
Report the total mass loss of the brake
under testing following the procedure
defined in Table 13.5. and
Paragraph 12.3. (j)
Y/N
Y/N
mg
mg
mg
mg
Mg

---

Table 13.6. (Continued)
No. Paragraph Parameters and Inputs Short description Unit
282
14.1.
Calibration requirements
– PM sampling flow
measurement device
283
14.1.
Calibration requirements
– PN sampling flow
measurement device
284
14.5.
Calibration requirements
– Sample treatment and
conditioning devices
285
14.6.
Calibration requirements
– Particle number counter
286
14.4.
Calibration requirements
– Brake parts balance
Verify that the calibration requirements
defined for the PM sampling flow
measurement device in Table 14.1. and
Paragraph 12.1. are met and that a valid
calibration certificate is available at the
time of the brake emissions test
Verify that the calibration requirements
defined for the PN sampling flow
measurement device in Table 14.1. and
Paragraph 12.2. are met and that a valid
calibration certificate is available at the
time of the brake emissions test
Verify that the calibration requirements
defined for the TPN10 dilution system
and the SPN10 volatile particle remover
in Table 14.1. and Paragraph 14.5. are
met and that valid calibration certificates
are available at the time of the brake
emissions test
Verify that the calibration requirements
defined for the particle number counter in
Table 14.1. and Paragraph 14.6. are met
and that a valid calibration certificate is
available at the time of the brake
emissions test
Verify that the calibration requirements
defined for the brake parts balance in
Table 14.1. and Paragraph 14.4. are met
and that a valid calibration certificate is
available at the time of the brake
emissions test
Y/N
Y/N
Y/N
Y/N
Y/N

---

Table 14.1. (Continued)
Instrument Interval Criterion Paragraph
PM sampling flow
pressure sensor
PN Cyclonic
separator
PN sampling flow
measurement device
PN sampling flow
temperature sensor
PN sampling flow
pressure sensor
Dilution system for
TPN10
Volatile Particle
Remover for SPN10
Particle Number
Counter
Brake parts balance
Yearly ±1kPa Paragraph 12.1.
Certificate of compliance
supplied by cyclone
manufacturer upon initial
installation
Penetration efficiency
of ≥80% for a particle
electrical mobility
diameter of 1.5μm
13 months ±5% of reading under
all operating
conditions
Paragraph 12.2.
Paragraph 12.2.
Yearly ±1°C Paragraph 12.2.
Yearly ±1kPa Paragraph 12.2.
6 months or 13 months
depending on the setup
6 months or 13 months
depending on the setup
13 months and at major
maintenance
Upon initial installation, yearly,
and at major maintenance
Per Paragraph 14.5.1. Paragraph 14.5.
Per Paragraph 14.5.2. Paragraph 14.5.
Per Paragraph 14.6. Paragraph 14.6.
Table 14.6. Paragraph 14.4.
Any other sensor or auxiliary equipment used to determine temperature, atmospheric pressure,
and ambient humidity in the facilities room or the balance room shall fulfil the requirements
prescribed in Table 14.2.
Table 14.2.
Calibration Requirements for Auxiliary Equipment
Instrument Interval Criterion
Temperature sensor Yearly ±1°C
Atmospheric pressure sensor Yearly ±1kPa
Relative humidity sensor Yearly ±5% of nominal
Absolute humidity sensor
Yearly
±10% of reading or 1gH O/kg dry
air (whichever is greater)

---

14.3. Cooling Airflow Measurement Device
Measurement
system
The calibration of the flow measurement device used for the determination of the
cooling airflow shall be traceable to national or international standards. The flow
measurement device shall comply with the linearity requirements of Table 14.5. with at
least four equally spaced reference flows applying a linear regression between the
minimum and maximum applicable flow rate of the setup. In addition, each flow
measurement point shall be within ±2% of the measured reference flow. The testing
facility shall perform the calibration of the airflow measurement device upon the initial
installation, yearly, and at every major maintenance of the setup.
Table 14.5.
Linearity Requirements of the Flow Measurement Device
Intercept a0
Slope a1
Standard Error of
Estimate (SEE)
Flow meter ≤1% maximum 0.98 – 1.02 ≤2% maximum ≥0.990
Coefficient of
determination r²
The testing facility shall use a flow measurement device calibrated to report airflow at
standard conditions. To ensure an appropriate conversion to operating conditions, the
temperature sensor shall have an accuracy of ±1°C and the pressure measurements
shall have a precision and accuracy of ±0.4kPa. The testing facility shall carry out the
calibration of both sensors yearly.
14.4. PM and Mass Loss Scales
14.4.1. Microbalance for PM Filter Weighting
The calibration of the microgram balance used for PM mass filter weighing according to
Paragraph 12.1.4. shall be traceable to national or international standards. The balance
shall comply with the linearity requirements of Table 14.6. with at least four equally
spaced reference weights applying linear regression. This implies a precision of at least
±2μg and a resolution of at least 1μg (1 digit = 1μg). The testing facility shall use
certified calibration weights to verify the stability and the proper function of the
microbalance, regularly. The testing facility shall perform the calibration of the
microgram balance upon the initial installation, yearly, and at every major maintenance
of the setup.
14.4.2. Balance for Brake Parts Weighting
The calibration of the balance used for the brake parts weighing according to
Paragraph 12.3. shall be traceable to national or international standards. The balance
shall comply with the linearity requirements of Table 14.6. with at least four equally
spaced reference weights applying linear regression. This implies a precision of at least
±1g and a resolution of at least 0.1g. The testing facility shall use certified calibration
weights to verify the stability and the proper function of the balance, regularly. The
testing facility shall perform the calibration of the balance upon the initial installation,
yearly, and at every major maintenance of the setup.

---

(Eq. 14.1)
Where:
N (d )
is the upstream PN concentration for particles of electrical mobility
diameter d ;
N
(d )
is the downstream PN concentration for particles of electrical mobility
diameter d .
The arithmetic average particle concentration reduction (f ) at a given dilution setting
shall be calculated using Equation 14.2:
Where:
f = [f (30nm) + f (50nm) + f (100nm)] / 3 (Eq. 14.2)
f(30nm)
f(50nm)
f(100nm)
is the PCRF for particles of 30nm electrical mobility diameter;
is the PCRF for particles of 50nm electrical mobility diameter;
is the PCRF for particles of 100nm electrical mobility diameter.
The instrument manufacturer shall verify the particle penetration P (d ) by testing one
unit for each system model. A system model here covers all systems with the same
hardware, i.e. same geometry, conduit materials, flows, and temperature profiles in the
aerosol path. The particle penetration P (d ) at a particle size, d , shall be calculated
using Equation 14.3. DF is the dilution factor between measurement positions of N (d )
and N (d ) determined either with trace gases or flow measurements.
P(d ) = DF × N (d ) / N (d ) (Eq. 14.3)

---

14.6. Particle Number Counter
The responsible authority shall ensure the existence of a calibration certificate for the
PNC demonstrating compliance with a traceable standard within a 13-month period
before the emissions test. Between calibrations, either the counting efficiency of the
PNC shall be monitored for deterioration, or the PNC wick shall be routinely changed
every 6 months if recommended by the instrument manufacturer. The PNC shall also
be recalibrated and a new calibration certificate issued following any major
maintenance.
Calibration shall be traceable to a standard calibration method. The testing facility shall
use one of the two following methods for the calibration of the PNC:
(a)
(b)
Comparison of the response of the PNC under calibration with that of a
calibrated aerosol electrometer when simultaneously sampling electrostatically
classified calibration particles;
Comparison of the response of the PNC under calibration with that of a second
PNC that has been directly calibrated by the above method.
The calibration shall be undertaken using at least six standard concentrations across
the PNC's measurement range. Five of these standard concentrations shall be as
uniformly spaced as possible between the standard concentration of 3,000#/cm or
below and the maximum of the PNC's range in single-particle count mode. The six
standard concentration points shall include a nominal zero concentration point
produced by attaching HEPA filters of at least Class H13 of EN 1822:2008 (or
equivalent performance) to the inlet of each instrument. The gradient from a linear
least-squares regression of the two data sets shall be calculated and recorded. A
calibration factor equal to the reciprocal of the gradient shall be applied to the PNC
under calibration. The linearity of response is calculated as the square of the Pearson
product-moment correlation coefficient (r) of the two data sets and shall be equal to or
greater than 0.97. In calculating both the gradient and R , the linear regression shall be
forced through the origin (zero concentration on both instruments). The calibration
factor shall be between 0.9 and 1.1. Each concentration measured with the PNC under
calibration shall be within ±5% of the measured reference concentration multiplied by
the gradient, with the exception of the zero point.
The calibration shall also include a check against the requirements for the PNC's
detection efficiency with particles of 10nm electrical mobility diameter. A check of the
counting efficiency with 15nm particles is not required during periodical calibration.

---

Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
490 493 1 Cruise 25.5 25.5 726 733 1 Decel. 40.7 12.8
493 496 1 Decel. 25.5 18.4 733 736 1 Cruise 12.8 12.8
496 499 1 Cruise 18.4 18.4 736 744 1 Accel. 12.8 59.6
499 505 1 Decel. 18.4 0.0 744 747 1 Cruise 59.6 59.6
505 508 1 Idle 0.0 0.0 747 751 1 Decel. 59.6 46.7
508 516 1 Accel. 0.0 42.3 751 758 1 Cruise 46.7 46.7
516 543 1 Cruise 42.3 42.3 758 759 1 Accel. 46.7 48.6
543 552 1 Decel. 42.3 0.0 759 768 1 Cruise 48.6 48.6
552 555 1 Idle 0.0 0.0 768 777 1 Decel. 48.6 0.0
555 564 1 Accel. 0.0 42.1 777 778 1 Idle 0.0 0.0
564 566 1 Cruise 42.1 42.1 778 786 1 Accel. 0.0 23.7
566 576 1 Decel. 42.1 0.0 786 941 1 Cruise 23.7 23.7
576 579 1 Idle 0.0 0.0 941 945 1 Decel. 23.7 9.8
579 587 1 Accel. 0.0 31.3 945 948 1 Cruise 9.8 9.8
587 592 1 Cruise 31.3 31.3 948 956 1 Accel. 9.8 37.5
592 595 1 Decel. 31.3 12.5 956 974 1 Cruise 37.5 37.5
595 600 1 Cruise 12.5 12.5 974 983 1 Decel. 37.5 0.0
600 605 1 Decel. 12.5 0.0 983 986 1 Idle 0.0 0.0
605 622 1 Idle 0.0 0.0 986 993 1 Accel. 0.0 37.7
622 642 1 Accel. 0.0 45.3 993 996 1 Cruise 37.7 37.7
642 647 1 Cruise 45.3 45.3 996 1,005 1 Decel. 37.7 0.0
647 657 1 Decel. 45.3 0.0 1,005 1,008 1 Idle 0.0 0.0
657 660 1 Idle 0.0 0.0 1,008 1,013 1 Accel. 0.0 18.6
660 669 1 Accel. 0.0 45.5 1,013 1,016 1 Cruise 18.6 18.6
669 673 1 Cruise 45.5 45.5 1,016 1,021 1 Decel. 18.6 0.0
673 683 1 Decel. 45.5 0.0 1,021 1,070 1 Idle 0.0 0.0
683 685 1 Idle 0.0 0.0 1,070 1,115 2 Idle 0.0 0.0
685 704 1 Accel. 0.0 40.7 1,115 1,119 2 Accel. 0.0 13.8
704 726 1 Cruise 40.7 40.7 1,119 1,122 2 Cruise 13.8 13.8

---

Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
1,662 1,675 2 Decel. 76.1 0.0 1,915 1,918 2 Cruise 60.0 60.0
1,675 1,678 2 Idle 0.0 0.0 1,918 1,921 2 Decel. 60.0 52.1
1,678 1,686 2 Accel. 0.0 22.8 1,921 1,937 2 Cruise 52.1 52.1
1,686 1,689 2 Cruise 22.8 22.8 1,937 1,947 2 Accel. 52.1 79.7
1,689 1,694 2 Decel. 22.8 0.0 1,947 1,951 2 Cruise 79.7 79.7
1,694 1,697 2 Idle 0.0 0.0 1,951 1,954 2 Decel. 79.7 72.1
1,697 1,707 2 Accel. 0.0 41.6 1,954 1,959 2 Cruise 72.1 72.1
1,707 1,753 2 Cruise 41.6 41.6 1,959 1,960 2 Accel. 72.1 74.0
1,753 1,757 2 Decel. 41.6 27.2 1,960 1,972 2 Cruise 74.0 74.0
1,757 1,763 2 Cruise 27.2 27.2 1,972 1,978 2 Decel. 74.0 52.4
1,763 1,773 2 Accel. 27.2 47.9 1,978 2,062 2 Cruise 52.4 52.4
1,773 1,804 2 Cruise 47.9 47.9 2,062 2,074 2 Decel. 52.4 0.0
1,804 1,807 2 Decel. 47.9 35.2 2,074 2,077 2 Idle 0.0 0.0
1,807 1,823 2 Cruise 35.2 35.2 2,077 2,093 2 Accel. 0.0 60.3
1,823 1,828 2 Decel. 35.2 20.1 2,093 2,123 2 Cruise 60.3 60.3
1,828 1,831 2 Cruise 20.1 20.1 2,123 2,133 2 Decel. 60.3 0.0
1,831 1,843 2 Accel. 20.1 59.2 2,133 2,137 2 Idle 0.0 0.0
1,843 1,870 2 Cruise 59.2 59.2 2,137 2,152 2 Accel. 0.0 62.9
1,870 1,873 2 Decel. 59.2 49.5 2,152 2,187 2 Cruise 62.9 62.9
1,873 1,876 2 Cruise 49.5 49.5 2,187 2,195 2 Decel. 62.9 0.0
1,876 1,885 2 Accel. 49.5 72.9 2,195 2,199 2 Idle 0.0 0.0
1,885 1,895 2 Cruise 72.9 72.9 2,199 2,212 2 Accel. 0.0 60.1
1,895 1,898 2 Decel. 72.9 62.0 2,212 2,218 2 Cruise 60.1 60.1
1,898 1,901 2 Cruise 62.0 62.0 2,218 2,229 2 Decel. 60.1 15.2
1,901 1,904 2 Accel. 62.0 66.4 2,229 2,233 2 Cruise 15.2 15.2
1,904 1,907 2 Cruise 66.4 66.4 2,233 2,244 2 Accel. 15.2 53.3
1,907 1,910 2 Decel. 66.4 57.4 2,244 2,250 2 Cruise 53.3 53.3
1,910 1,913 2 Cruise 57.4 57.4 2,250 2,261 2 Decel. 53.3 0.0
1,913 1,915 2 Accel. 57.4 60.0 2,261 2,266 2 Idle 0.0 0.0

---

Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
2,971 2,976 3 Idle 0.0 0.0 3,268 3,271 3 Decel. 39.5 30.0
2,976 3,001 3 Accel. 0.0 49.2 3,271 3,274 3 Cruise 30.0 30.0
3,001 3,006 3 Cruise 49.2 49.2 3,274 3,292 3 Accel. 30.0 56.2
3,006 3,011 3 Decel. 49.2 33.1 3,292 3,308 3 Cruise 56.2 56.2
3,011 3,014 3 Cruise 33.1 33.1 3,308 3,311 3 Decel. 56.2 46.0
3,014 3,025 3 Accel. 33.1 56.2 3,311 3,314 3 Cruise 46.0 46.0
3,025 3,032 3 Cruise 56.2 56.2 3,314 3,318 3 Accel. 46.0 54.4
3,032 3,036 3 Decel. 56.2 44.0 3,318 3,418 3 Cruise 54.4 54.4
3,036 3,039 3 Cruise 44.0 44.0 3,418 3,422 3 Decel. 54.4 40.4
3,039 3,049 3 Accel. 44.0 59.0 3,422 3,432 3 Cruise 40.4 40.4
3,049 3,053 3 Cruise 59.0 59.0 3,432 3,438 3 Accel. 40.4 53.5
3,053 3,056 3 Decel. 59.0 51.2 3,438 3,441 3 Cruise 53.5 53.5
3,056 3,059 3 Cruise 51.2 51.2 3,441 3,445 3 Decel. 53.5 40.8
3,059 3,062 3 Accel. 51.2 55.0 3,445 3,480 3 Cruise 40.8 40.8
3,062 3,078 3 Cruise 55.0 55.0 3,480 3,483 3 Decel. 40.8 32.0
3,078 3,081 3 Decel. 55.0 47.5 3,483 3,486 3 Cruise 32.0 32.0
3,081 3,084 3 Cruise 47.5 47.5 3,486 3,489 3 Accel. 32.0 34.7
3,084 3,093 3 Accel. 47.5 59.5 3,489 3,492 3 Cruise 34.7 34.7
3,093 3,096 3 Cruise 59.5 59.5 3,492 3,495 3 Decel. 34.7 26.4
3,096 3,101 3 Decel. 59.5 39.9 3,495 3,498 3 Cruise 26.4 26.4
3,101 3,159 3 Cruise 39.9 39.9 3,498 3,514 3 Accel. 26.4 50.6
3,159 3,165 3 Decel. 39.9 14.2 3,514 3,557 3 Cruise 50.6 50.6
3,165 3,168 3 Cruise 14.2 14.2 3,557 3,561 3 Decel. 50.6 37.6
3,168 3,192 3 Accel. 14.2 58.3 3,561 3,621 3 Cruise 37.6 37.6
3,192 3,195 3 Cruise 58.3 58.3 3,621 3,626 3 Decel. 37.6 22.4
3,195 3,201 3 Decel. 58.3 34.8 3,626 3,629 3 Cruise 22.4 22.4
3,201 3,257 3 Cruise 34.8 34.8 3,629 3,640 3 Accel. 22.4 36.8
3,257 3,261 3 Accel. 34.8 39.5 3,640 3,647 3 Cruise 36.8 36.8
3,261 3,268 3 Cruise 39.5 39.5 3,647 3,651 3 Decel. 36.8 22.9

---

Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
5,004 5,019 4 Decel. 98.4 0.0 5,421 5,424 4 Cruise 4.4 4.4
5,019 5,022 4 Idle 0.0 0.0 5,424 5,432 4 Accel. 4.4 25.7
5,022 5,060 4 Accel. 0.0 82.8 5,432 5,435 4 Cruise 25.7 25.7
5,060 5,071 4 Cruise 82.8 82.8 5,435 5,441 4 Decel. 25.7 7.2
5,071 5,076 4 Decel. 82.8 69.4 5,441 5,444 4 Cruise 7.2 7.2
5,076 5,135 4 Cruise 69.4 69.4 5,444 5,454 4 Accel. 7.2 24.8
5,135 5,149 4 Decel. 69.4 10.1 5,454 5,461 4 Cruise 24.8 24.8
5,149 5,152 4 Cruise 10.1 10.1 5,461 5,464 4 Decel. 24.8 16.7
5,152 5,170 4 Accel. 10.1 69.0 5,464 5,467 4 Cruise 16.7 16.7
5,170 5,190 4 Cruise 69.0 69.0 5,467 5,469 4 Accel. 16.7 18.7
5,190 5,193 4 Decel. 69.0 61.7 5,469 5,472 4 Cruise 18.7 18.7
5,193 5,290 4 Cruise 61.7 61.7 5,472 5,480 4 Decel. 18.7 0.0
5,290 5,293 4 Accel. 61.7 64.7 5,480 5,484 4 Idle 0.0 0.0
5,293 5,297 4 Cruise 64.7 64.7 5,484 5,488 5 Idle 0.0 0.0
5,297 5,300 4 Decel. 64.7 57.8 5,488 5,496 5 Accel. 0.0 41.8
5,300 5,314 4 Cruise 57.8 57.8 5,496 5,514 5 Cruise 41.8 41.8
5,314 5,326 4 Decel. 57.8 0.0 5,514 5,524 5 Decel. 41.8 0.0
5,326 5,336 4 Idle 0.0 0.0 5,524 5,527 5 Idle 0.0 0.0
5,336 5,342 4 Accel. 0.0 20.7 5,527 5,542 5 Accel. 0.0 34.6
5,342 5,350 4 Cruise 20.7 20.7 5,542 5,554 5 Cruise 34.6 34.6
5,350 5,356 4 Decel. 20.7 0.0 5,554 5,557 5 Decel. 34.6 27.3
5,356 5,359 4 Idle 0.0 0.0 5,557 5,560 5 Cruise 27.3 27.3
5,359 5,378 4 Accel. 0.0 23.1 5,560 5,568 5 Accel. 27.3 43.5
5,378 5,390 4 Cruise 23.1 23.1 5,568 5,571 5 Cruise 43.5 43.5
5,390 5,397 4 Decel. 23.1 5.6 5,571 5,581 5 Decel. 43.5 0.0
5,397 5,400 4 Cruise 5.6 5.6 5,581 5,587 5 Idle 0.0 0.0
5,400 5,409 4 Accel. 5.6 15.4 5,587 5,601 5 Accel. 0.0 30.0
5,409 5,417 4 Cruise 15.4 15.4 5,601 5,624 5 Cruise 30.0 30.0
5,417 5,421 4 Decel. 15.4 4.4 5,624 5,629 5 Decel. 30.0 13.6

---

Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
6,932 6,953 5 Cruise 87.2 87.2 7,400 7,414 5 Accel. 42.5 73.8
6,953 6,957 5 Decel. 87.2 72.3 7,414 7,442 5 Cruise 73.8 73.8
6,957 6,960 5 Cruise 72.3 72.3 7,442 7,455 5 Decel. 73.8 24.4
6,960 6,973 5 Accel. 72.3 84.8 7,455 7,490 5 Cruise 24.4 24.4
6,973 6,977 5 Cruise 84.8 84.8 7,490 7,496 5 Decel. 24.4 0.0
6,977 6,981 5 Decel. 84.8 73.8 7,496 7,503 5 Idle 0.0 0.0
6,981 6,985 5 Cruise 73.8 73.8 7,503 7,509 5 Accel. 0.0 22.9
6,985 6,995 5 Accel. 73.8 87.8 7,509 7,518 5 Cruise 22.9 22.9
6,995 6,999 5 Cruise 87.8 87.8 7,518 7,522 5 Decel. 22.9 13.5
6,999 7,005 5 Decel. 87.8 69.0 7,522 7,525 5 Cruise 13.5 13.5
7,005 7,069 5 Cruise 69.0 69.0 7,525 7,531 5 Accel. 13.5 23.0
7,069 7,074 5 Decel. 69.0 50.2 7,531 7,534 5 Cruise 23.0 23.0
7,074 7,090 5 Cruise 50.2 50.2 7,534 7,537 5 Decel. 23.0 15.4
7,090 7,104 5 Accel. 50.2 83.5 7,537 7,540 5 Cruise 15.4 15.4
7,104 7,114 5 Cruise 83.5 83.5 7,540 7,545 5 Accel. 15.4 19.0
7,114 7,117 5 Decel. 83.5 71.3 7,545 7,548 5 Cruise 19.0 19.0
7,117 7,177 5 Cruise 71.3 71.3 7,548 7,551 5 Decel. 19.0 12.2
7,177 7,182 5 Decel. 71.3 53.5 7,551 7,554 5 Cruise 12.2 12.2
7,182 7,185 5 Cruise 53.5 53.5 7,554 7,558 5 Accel. 12.2 18.8
7,185 7,198 5 Accel. 53.5 80.0 7,558 7,561 5 Cruise 18.8 18.8
7,198 7,201 5 Cruise 80.0 80.0 7,561 7,567 5 Decel. 18.8 0.0
7,201 7,205 5 Decel. 80.0 66.0 7,567 7,688 5 Idle 0.0 0.0
7,205 7,346 5 Cruise 66.0 66.0 7,688 7,699 5 Accel. 0.0 37.9
7,346 7,349 5 Decel. 66.0 56.7 7,699 7,704 5 Cruise 37.9 37.9
7,349 7,354 5 Cruise 56.7 56.7 7,704 7,709 5 Decel. 37.9 24.4
7,354 7,368 5 Accel. 56.7 83.9 7,709 7,748 5 Cruise 24.4 24.4
7,368 7,381 5 Cruise 83.9 83.9 7,748 7,752 5 Decel. 24.4 14.9
7,381 7,388 5 Decel. 83.9 42.5 7,752 7,755 5 Cruise 14.9 14.9
7,388 7,400 5 Cruise 42.5 42.5 7,755 7,764 5 Accel. 14.9 45.3

---

Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
8,614 8,625 7 Idle 0.0 0.0 9,453 9,489 8 Cruise 40.5 40.5
8,625 8,670 7 Accel. 0.0 96.9 9,489 9,493 8 Decel. 40.5 29.3
8,670 9,081 7 Cruise 96.9 96.9 9,493 9,496 8 Cruise 29.3 29.3
9,081 9,089 7 Decel. 96.9 73.3 9,496 9,516 8 Accel. 29.3 63.0
9,089 9,117 7 Cruise 73.3 73.3 9,516 9,812 8 Cruise 63.0 63.0
9,117 9,127 7 Decel. 73.3 20.1 9,812 9,815 8 Decel. 63.0 52.2
9,127 9,130 7 Cruise 20.1 20.1 9,815 9,845 8 Cruise 52.2 52.2
9,130 9,143 7 Accel. 20.1 62.2 9,845 9,848 8 Decel. 52.2 44.6
9,143 9,146 7 Cruise 62.2 62.2 9,848 9,851 8 Cruise 44.6 44.6
9,146 9,155 7 Decel. 62.2 6.6 9,851 9,859 8 Accel. 44.6 59.2
9,155 9,158 7 Cruise 6.6 6.6 9,859 9,864 8 Cruise 59.2 59.2
9,158 9,171 7 Accel. 6.6 53.2 9,864 9,869 8 Decel. 59.2 45.2
9,171 9,174 7 Cruise 53.2 53.2 9,869 9,872 8 Cruise 45.2 45.2
9,174 9,187 7 Decel. 53.2 0.0 9,872 9,876 8 Accel. 45.2 53.9
9,187 9,188 7 Idle 0.0 0.0 9,876 9,888 8 Cruise 53.9 53.9
9,188 9,190 8 Idle 0.0 0.0 9,888 9,898 8 Decel. 53.9 0.0
9,190 9,238 8 Accel. 0.0 83.6 9,898 9,899 8 Idle 0.0 0.0
9,238 9,264 8 Cruise 83.6 83.6 9,899 9,901 9 Idle 0.0 0.0
9,264 9,279 8 Decel. 83.6 0.0 9,901 9,909 9 Accel. 0.0 19.1
9,279 9,366 8 Idle 0.0 0.0 9,909 10,036 9 Cruise 19.1 19.1
9,366 9,372 8 Accel. 0.0 23.9 10,036 10,041 9 Decel. 19.1 6.4
9,372 9,375 8 Cruise 23.9 23.9 10,041 10,044 9 Cruise 6.4 6.4
9,375 9,382 8 Decel. 23.9 0.0 10,044 10,046 9 Accel. 6.4 10.5
9,382 9,386 8 Idle 0.0 0.0 10,046 10,049 9 Cruise 10.5 10.5
9,386 9,402 8 Accel. 0.0 65.3 10,049 10,054 9 Decel. 10.5 0.0
9,402 9,427 8 Cruise 65.3 65.3 10,054 10,056 9 Idle 0.0 0.0
9,427 9,439 8 Decel. 65.3 0.0 10,056 10,066 9 Accel. 0.0 29.6
9,439 9,443 8 Idle 0.0 0.0 10,066 10,273 9 Cruise 29.6 29.6
9,443 9,453 8 Accel. 0.0 40.5 10,273 10,280 9 Decel. 29.6 0.0

---

Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
11,261 11,265 10 Decel. 15.0 6.2 11,579 11,646 10 Idle 0.0 0.0
11,265 11,268 10 Cruise 6.2 6.2 11,646 11,652 10 Accel. 0.0 23.1
11,268 11,273 10 Accel. 6.2 10.1 11,652 11,659 10 Cruise 23.1 23.1
11,273 11,276 10 Cruise 10.1 10.1 11,659 11,662 10 Decel. 23.1 15.0
11,276 11,281 10 Decel. 10.1 0.0 11,662 11,665 10 Cruise 15.0 15.0
11,281 11,284 10 Idle 0.0 0.0 11,665 11,666 10 Accel. 15.0 18.1
11,284 11,293 10 Accel. 0.0 31.3 11,666 11,669 10 Cruise 18.1 18.1
11,293 11,313 10 Cruise 31.3 31.3 11,669 11,671 10 Decel. 18.1 13.6
11,313 11,316 10 Decel. 31.3 23.8 11,671 11,674 10 Cruise 13.6 13.6
11,316 11,348 10 Cruise 23.8 23.8 11,674 11,680 10 Accel. 13.6 19.4
11,348 11,351 10 Decel. 23.8 16.9 11,680 11,684 10 Cruise 19.4 19.4
11,351 11,354 10 Cruise 16.9 16.9 11,684 11,687 10 Decel. 19.4 11.5
11,354 11,361 10 Decel. 16.9 0.0 11,687 11,690 10 Cruise 11.5 11.5
11,361 11,364 10 Idle 0.0 0.0 11,690 11,694 10 Decel. 11.5 0.0
11,364 11,373 10 Accel. 0.0 40.0 11,694 11,830 10 Idle 0.0 0.0
11,373 11,512 10 Cruise 40.0 40.0 11,830 11,842 10 Accel. 0.0 34.9
11,512 11,519 10 Decel. 40.0 10.6 11,842 11,845 10 Cruise 34.9 34.9
11,519 11,522 10 Cruise 10.6 10.6 11,845 11,848 10 Decel. 34.9 27.9
11,522 11,528 10 Accel. 10.6 15.6 11,848 11,851 10 Cruise 27.9 27.9
11,528 11,541 10 Cruise 15.6 15.6 11,851 11,858 10 Accel. 27.9 43.7
11,541 11,545 10 Decel. 15.6 6.3 11,858 11,861 10 Cruise 43.7 43.7
11,545 11,548 10 Cruise 6.3 6.3 11,861 11,865 10 Decel. 43.7 32.1
11,548 11,552 10 Accel. 6.3 15.6 11,865 11,868 10 Cruise 32.1 32.1
11,552 11,557 10 Cruise 15.6 15.6 11,868 11,873 10 Decel. 32.1 12.4
11,557 11,560 10 Decel. 15.6 8.8 11,873 11,880 10 Cruise 12.4 12.4
11,560 11,563 10 Cruise 8.8 8.8 11,880 11,884 10 Decel. 12.4 0.0
11,563 11,567 10 Accel. 8.8 13.1 11,884 12,054 10 Idle 0.0 0.0
11,567 11,574 10 Cruise 13.1 13.1 12,054 12,064 10 Accel. 0.0 14.7
11,574 11,579 10 Decel. 13.1 0.0 12,064 12,067 10 Cruise 14.7 14.7

---

Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
12,559 12,602 10 Accel. 0.0 105.0 12,858 12,861 10 Cruise 37.0 37.0
12,602 12,614 10 Cruise 105.0 105.0 12,861 12,877 10 Accel. 37.0 61.0
12,614 12,617 10 Decel. 105.0 95.4 12,877 12,926 10 Cruise 61.0 61.0
12,617 12,622 10 Cruise 95.4 95.4 12,926 12,932 10 Decel. 61.0 28.0
12,622 12,626 10 Decel. 95.4 82.4 12,932 12,938 10 Cruise 28.0 28.0
12,626 12,629 10 Cruise 82.4 82.4 12,938 12,944 10 Accel. 28.0 43.2
12,629 12,639 10 Accel. 82.4 97.4 12,944 12,959 10 Cruise 43.2 43.2
12,639 12,642 10 Cruise 97.4 97.4 12,959 12,965 10 Decel. 43.2 25.0
12,642 12,646 10 Decel. 97.4 82.7 12,965 12,968 10 Cruise 25.0 25.0
12,646 12,651 10 Cruise 82.7 82.7 12,968 12,974 10 Accel. 25.0 46.7
12,651 12,654 10 Decel. 82.7 74.5 12,974 12,977 10 Cruise 46.7 46.7
12,654 12,658 10 Cruise 74.5 74.5 12,977 12,980 10 Decel. 46.7 37.9
12,658 12,668 10 Decel. 74.5 38.7 12,980 12,983 10 Cruise 37.9 37.9
12,668 12,671 10 Cruise 38.7 38.7 12,983 12,997 10 Accel. 37.9 54.9
12,671 12,679 10 Accel. 38.7 64.0 12,997 13,053 10 Cruise 54.9 54.9
12,679 12,695 10 Cruise 64.0 64.0 13,053 13,060 10 Decel. 54.9 22.4
12,695 12,702 10 Decel. 64.0 25.9 13,060 13,063 10 Cruise 22.4 22.4
12,702 12,705 10 Cruise 25.9 25.9 13,063 13,067 10 Accel. 22.4 26.2
12,705 12,711 10 Accel. 25.9 47.8 13,067 13,072 10 Cruise 26.2 26.2
12,711 12,714 10 Cruise 47.8 47.8 13,072 13,075 10 Decel. 26.2 18.6
12,714 12,718 10 Decel. 47.8 36.0 13,075 13,078 10 Cruise 18.6 18.6
12,718 12,721 10 Cruise 36.0 36.0 13,078 13,080 10 Accel. 18.6 20.1
12,721 12,728 10 Accel. 36.0 60.3 13,080 13,084 10 Cruise 20.1 20.1
12,728 12,790 10 Cruise 60.3 60.3 13,084 13,090 10 Decel. 20.1 7.0
12,790 12,796 10 Decel. 60.3 36.4 13,090 13,093 10 Cruise 7.0 7.0
12,796 12,799 10 Cruise 36.4 36.4 13,093 13,097 10 Decel. 7.0 0.0
12,799 12,806 10 Accel. 36.4 49.0 13,097 13,100 10 Idle 0.0 0.0
12,806 12,854 10 Cruise 49.0 49.0 13,100 13,112 10 Accel. 0.0 28.0
12,854 12,858 10 Decel. 49.0 37.0 13,112 13,175 10 Cruise 28.0 28.0

---

Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
13,716 13,720 10 Decel. 41.4 28.4 13,873 13,878 10 Cruise 28.2 28.2
13,720 13,723 10 Cruise 28.4 28.4 13,878 13,881 10 Decel. 28.2 21.2
13,723 13,730 10 Accel. 28.4 51.4 13,881 13,947 10 Cruise 21.2 21.2
13,730 13,739 10 Cruise 51.4 51.4 13,947 13,953 10 Accel. 21.2 37.6
13,739 13,745 10 Decel. 51.4 32.0 13,953 13,956 10 Cruise 37.6 37.6
13,745 13,748 10 Cruise 32.0 32.0 13,956 13,959 10 Decel. 37.6 29.8
13,748 13,754 10 Decel. 32.0 10.0 13,959 13,962 10 Cruise 29.8 29.8
13,754 13,760 10 Cruise 10.0 10.0 13,962 13,972 10 Accel. 29.8 42.8
13,760 13,765 10 Decel. 10.0 0.0 13,972 13,975 10 Cruise 42.8 42.8
13,765 13,768 10 Idle 0.0 0.0 13,975 13,978 10 Decel. 42.8 34.5
13,768 13,772 10 Accel. 0.0 16.3 13,978 13,981 10 Cruise 34.5 34.5
13,772 13,775 10 Cruise 16.3 16.3 13,981 13,988 10 Accel. 34.5 50.6
13,775 13,780 10 Decel. 16.3 0.0 13,988 13,994 10 Cruise 50.6 50.6
13,780 13,783 10 Idle 0.0 0.0 13,994 14,001 10 Decel. 50.6 21.2
13,783 13,796 10 Accel. 0.0 45.8 14,001 14,004 10 Cruise 21.2 21.2
13,796 13,817 10 Cruise 45.8 45.8 14,004 14,016 10 Accel. 21.2 49.9
13,817 13,822 10 Decel. 45.8 28.6 14,016 14,019 10 Cruise 49.9 49.9
13,822 13,825 10 Cruise 28.6 28.6 14,019 14,025 10 Decel. 49.9 25.2
13,825 13,833 10 Accel. 28.6 40.9 14,025 14,028 10 Cruise 25.2 25.2
13,833 13,836 10 Cruise 40.9 40.9 14,028 14,031 10 Accel. 25.2 38.8
13,836 13,841 10 Decel. 40.9 25.4 14,031 14,034 10 Cruise 38.8 38.8
13,841 13,844 10 Cruise 25.4 25.4 14,034 14,040 10 Decel. 38.8 19.6
13,844 13,850 10 Accel. 25.4 41.1 14,040 14,113 10 Cruise 19.6 19.6
13,850 13,853 10 Cruise 41.1 41.1 14,113 14,118 10 Accel. 19.6 30.8
13,853 13,856 10 Decel. 41.1 30.7 14,118 14,121 10 Cruise 30.8 30.8
13,856 13,862 10 Cruise 30.7 30.7 14,121 14,127 10 Decel. 30.8 10.2
13,862 13,865 10 Decel. 30.7 22.1 14,127 14,130 10 Cruise 10.2 10.2
13,865 13,868 10 Cruise 22.1 22.1 14,130 14,135 10 Accel. 10.2 26.3
13,868 13,873 10 Accel. 22.1 28.2 14,135 14,138 10 Cruise 26.3 26.3

---

Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
Event
time
start
[s]
Event
time
end
[s]
Trip
[#]
Event
Type
Speed
at
start
[km/h]
Speed
at end
[km/h]
15,593 15,605 10 Accel. 6.3 37.6 15,727 15,738 10 Accel. 22.9 47.7
15,605 15,625 10 Cruise 37.6 37.6 15,738 15,742 10 Cruise 47.7 47.7
15,625 15,636 10 Decel. 37.6 0.0 15,742 15,749 10 Decel. 47.7 23.4
15,636 15,639 10 Idle 0.0 0.0 15,749 15,752 10 Cruise 23.4 23.4
15,639 15,654 10 Accel. 0.0 52.0 15,752 15,769 10 Accel. 23.4 45.9
15,654 15,664 10 Cruise 52.0 52.0 15,769 15,791 10 Cruise 45.9 45.9
15,664 15,675 10 Decel. 52.0 0.0 15,791 15,797 10 Decel. 45.9 23.6
15,675 15,676 10 Idle 0.0 0.0 15,797 15,802 10 Cruise 23.6 23.6
15,676 15,690 10 Accel. 0.0 50.6 15,802 15,808 10 Accel. 23.6 37.6
15,690 15,717 10 Cruise 50.6 50.6 15,808 15,815 10 Cruise 37.6 37.6
15,717 15,724 10 Decel. 50.6 22.9 15,815 15,822 10 Decel. 37.6 0.0
15,724 15,727 10 Cruise 22.9 22.9 15,822 15,826 10 Idle 0.0 0.0

---

Trip
Brake
Event
#
Start
time
[s]
End
time
[s]
Event
duration
[s]
Initial
Speed
Setpoint
[km/h]
Final
Speed
Setpoint
[km/h]
Deceleration
Rate
[m/s ]
Event
Distance
[m]
Specific KE
(Decel only)
[J/kg]
1 28 996 1,005 9.0 37.7 0.0 1.164 47.14 54.86
1 29 1,016 1,021 5.0 18.6 0.0 1.036 12.95 13.40
2 30 1,122 1,126 4.0 13.8 0.0 0.960 7.68 7.38
2 31 1,147 1,151 4.0 34.2 18.9 1.059 29.52 31.26
2 32 1,174 1,178 4.0 32.9 23.3 0.664 31.19 20.71
2 33 1,188 1,191 3.0 25.6 18.5 0.653 18.37 11.99
2 34 1,209 1,217 8.0 38.7 0.0 1.343 42.98 57.72
2 35 1,253 1,256 3.0 48.4 40.6 0.728 37.09 26.99
2 36 1,282 1,286 4.0 42.4 30.3 0.840 40.41 33.96
2 37 1,290 1,295 5.0 30.3 13.7 0.921 30.60 28.18
2 38 1,319 1,325 6.0 40.0 20.0 0.929 49.98 46.44
2 39 1,334 1,338 4.0 29.7 18.9 0.747 26.98 20.16
2 40 1,448 1,451 3.0 24.5 17.5 0.643 17.51 11.25
2 41 1,482 1,491 9.0 42.0 0.0 1.296 52.49 68.02
2 42 1,515 1,519 4.0 22.0 11.8 0.704 18.77 13.21
2 43 1,539 1,547 8.0 32.4 6.1 0.915 42.81 39.17
2 44 1,597 1,605 8.0 34.8 0.0 1.208 38.66 46.70
2 45 1,662 1,675 13.0 76.1 0.0 1.626 137.41 223.43
2 46 1,689 1,694 5.0 22.8 0.0 1.269 15.86 20.13
2 47 1,753 1,757 4.0 41.6 27.2 0.995 38.23 38.04
2 48 1,804 1,807 3.0 47.9 35.2 1.177 34.59 40.70
2 49 1,823 1,828 5.0 35.2 20.1 0.836 38.37 32.08
2 50 1,870 1,873 3.0 59.2 49.5 0.904 45.29 40.92
2 51 1,895 1,898 3.0 72.9 62.0 1.010 56.23 56.80
2 52 1,907 1,910 3.0 66.4 57.4 0.828 51.58 42.69
2 53 1,918 1,921 3.0 60.0 52.1 0.727 46.71 33.95
2 54 1,951 1,954 3.0 79.7 72.1 0.697 63.26 44.10
2 55 1,972 1,978 6.0 74.0 52.4 0.999 105.35 105.20
2 56 2,062 2,074 12.0 52.4 0.0 1.213 87.37 106.01

---

Trip
Brake
Event
#
Start
time
[s]
End
time
[s]
Event
duration
[s]
Initial
Speed
Setpoint
[km/h]
Final
Speed
Setpoint
[km/h]
Deceleration
Rate
[m/s ]
Event
Distance
[m]
Specific KE
(Decel only)
[J/kg]
3 86 3,441 3,445 4.0 53.5 40.8 0.885 52.37 46.33
3 87 3,480 3,483 3.0 40.8 32.0 0.815 30.30 24.69
3 88 3,492 3,495 3.0 34.7 26.4 0.776 25.45 19.75
3 89 3,557 3,561 4.0 50.6 37.6 0.900 48.97 44.07
3 90 3,621 3,626 5.0 37.6 22.4 0.842 41.68 35.10
3 91 3,647 3,651 4.0 36.8 22.9 0.964 33.20 32.00
3 92 3,684 3,688 4.0 55.3 39.5 1.099 52.67 57.90
3 93 3,692 3,698 6.0 39.5 15.5 1.111 45.82 50.91
3 94 3,729 3,732 3.0 44.3 36.6 0.710 33.68 23.92
3 95 3,773 3,778 5.0 36.6 20.8 0.879 39.82 35.00
3 96 3,849 3,852 3.0 32.0 24.8 0.662 23.67 15.67
3 97 3,879 3,883 4.0 51.6 39.3 0.858 50.49 43.34
3 98 3,895 3,898 3.0 39.3 32.4 0.634 29.86 18.94
3 99 3,939 3,946 7.0 32.4 0.0 1.286 31.51 40.53
4 100 4,001 4,005 4.0 75.8 63.9 0.832 77.61 64.57
4 101 4,089 4,093 4.0 72.4 58.7 0.958 72.83 69.74
4 102 4,118 4,122 4.0 65.9 53.7 0.849 66.48 56.46
4 103 4,147 4,157 10.0 54.9 0.0 1.524 76.18 116.07
4 104 4,551 4,566 15.0 90.6 0.0 1.677 188.65 316.33
4 105 4,668 4,683 15.0 95.6 25.5 1.299 252.30 327.79
4 106 5,004 5,019 15.0 98.4 0.0 1.822 204.95 373.33
4 107 5,071 5,076 5.0 82.8 69.4 0.748 105.67 79.02
4 108 5,135 5,149 14.0 69.4 10.1 1.176 154.45 181.63
4 109 5,190 5,193 3.0 69.0 61.7 0.673 54.48 36.67
4 110 5,297 5,300 3.0 64.7 57.8 0.641 51.07 32.72
4 111 5,314 5,326 12.0 57.8 0.0 1.338 96.37 128.98
4 112 5,350 5,356 6.0 20.7 0.0 0.958 17.24 16.52
4 113 5,390 5,397 7.0 23.1 5.6 0.695 27.88 19.39
4 114 5,417 5,421 4.0 15.4 4.4 0.760 11.01 8.37

---

Trip
Brake
Event
#
Start
time
[s]
End
time
[s]
Event
duration
[s]
Initial
Speed
Setpoint
[km/h]
Final
Speed
Setpoint
[km/h]
Deceleration
Rate
[m/s ]
Event
Distance
[m]
Specific KE
(Decel only)
[J/kg]
5 144 7,177 7,182 5.0 71.3 53.5 0.991 86.64 85.81
5 145 7,201 7,205 4.0 80.0 66.0 0.974 81.14 78.99
5 146 7,346 7,349 3.0 66.0 56.7 0.859 51.14 43.94
5 147 7,381 7,388 7.0 83.9 42.5 1.642 122.89 201.73
5 148 7,442 7,455 13.0 73.8 24.4 1.056 177.40 187.36
5 149 7,490 7,496 6.0 24.4 0.0 1.130 20.34 22.99
5 150 7,518 7,522 4.0 22.9 13.5 0.651 20.19 13.15
5 151 7,534 7,537 3.0 23.0 15.4 0.702 16.02 11.24
5 152 7,548 7,551 3.0 19.0 12.2 0.631 12.99 8.19
5 153 7,561 7,567 6.0 18.8 0.0 0.869 15.65 13.61
5 154 7,704 7,709 5.0 37.9 24.4 0.750 43.29 32.47
5 155 7,748 7,752 4.0 24.4 14.9 0.661 21.85 14.44
5 156 7,769 7,774 5.0 45.3 25.9 1.075 49.44 53.15
5 157 7,795 7,800 5.0 40.6 25.4 0.849 45.84 38.91
5 158 7,817 7,822 5.0 37.2 20.8 0.913 40.30 36.78
5 159 7,883 7,889 6.0 26.3 0.0 1.215 21.88 26.58
5 160 7,907 7,913 6.0 53.4 28.2 1.167 67.98 79.34
5 161 7,941 7,947 6.0 42.6 19.0 1.093 51.27 56.01
5 162 7,973 7,979 6.0 57.1 31.8 1.170 74.11 86.70
5 163 8,064 8,069 5.0 50.0 24.4 1.422 51.67 73.48
5 164 8,081 8,088 7.0 58.2 29.9 1.123 85.65 96.14
5 165 8,120 8,123 3.0 29.9 21.2 0.803 21.31 17.10
5 166 8,168 8,174 6.0 32.6 0.0 1.507 27.13 40.88
6 167 8,413 8,418 5.0 21.2 9.5 0.653 21.29 13.91
6 168 8,421 8,425 4.0 9.5 0.0 0.656 5.25 3.45
7 169 8,552 8,560 8.0 35.1 5.5 1.028 45.06 46.32
7 170 8,609 8,614 5.0 16.5 0.0 0.915 11.44 10.47
7 171 9,081 9,089 8.0 96.9 73.3 0.821 189.13 155.30
7 172 9,117 9,127 10.0 73.3 20.1 1.477 129.73 191.56

---

Trip
Brake
Event
#
Start
time
[s]
End
time
[s]
Event
duration
[s]
Initial
Speed
Setpoint
[km/h]
Final
Speed
Setpoint
[km/h]
Deceleration
Rate
[m/s ]
Event
Distance
[m]
Specific KE
(Decel only)
[J/kg]
10 202 11,313 11,316 3.0 31.3 23.8 0.694 22.92 15.91
10 203 11,348 11,351 3.0 23.8 16.9 0.636 16.93 10.77
10 204 11,354 11,361 7.0 16.9 0.0 0.670 16.41 10.99
10 205 11,512 11,519 7.0 40.0 10.6 1.166 49.23 57.37
10 206 11,541 11,545 4.0 15.6 6.3 0.651 12.16 7.92
10 207 11,557 11,560 3.0 15.6 8.8 0.637 10.16 6.47
10 208 11,574 11,579 5.0 13.1 0.0 0.729 9.12 6.65
10 209 11,659 11,662 3.0 23.1 15.0 0.753 15.89 11.96
10 210 11,669 11,671 2.0 18.1 13.6 0.625 8.82 5.51
10 211 11,684 11,687 3.0 19.4 11.5 0.730 12.87 9.39
10 212 11,690 11,694 4.0 11.5 0.0 0.799 6.39 5.10
10 213 11,845 11,848 3.0 34.9 27.9 0.652 26.18 17.06
10 214 11,861 11,865 4.0 43.7 32.1 0.802 42.12 33.78
10 215 11,868 11,873 5.0 32.1 12.4 1.097 30.91 33.91
10 216 11,880 11,884 4.0 12.4 0.0 0.860 6.88 5.91
10 217 12,067 12,072 5.0 14.7 0.0 0.814 10.18 8.29
10 218 12,082 12,086 4.0 13.8 0.0 0.960 7.68 7.38
10 219 12,103 12,106 3.0 12.4 0.0 1.145 5.15 5.89
10 220 12,132 12,140 8.0 18.7 0.0 0.649 20.77 13.48
10 221 12,181 12,187 6.0 18.4 0.0 0.853 15.35 13.09
10 222 12,198 12,202 4.0 41.2 30.4 0.748 39.74 29.72
10 223 12,208 12,213 5.0 30.4 14.8 0.863 31.40 27.11
10 224 12,267 12,272 5.0 50.5 30.8 1.092 56.43 61.63
10 225 12,276 12,284 8.0 30.8 0.0 1.069 34.22 36.60
10 226 12,336 12,340 4.0 12.4 0.0 0.860 6.88 5.91
10 227 12,364 12,368 4.0 14.7 0.0 1.018 8.14 8.29
10 228 12,461 12,469 8.0 18.7 0.0 0.649 20.77 13.48
10 229 12,487 12,493 6.0 18.4 0.0 0.853 15.35 13.09
10 230 12,510 12,514 4.0 13.8 0.0 0.960 7.68 7.38

---

Trip
Brake
Event
#
Start
time
[s]
End
time
[s]
Event
duration
[s]
Initial
Speed
Setpoint
[km/h]
Final
Speed
Setpoint
[km/h]
Deceleration
Rate
[m/s ]
Event
Distance
[m]
Specific KE
(Decel only)
[J/kg]
10 260 13,535 13,539 4.0 30.9 16.7 0.983 26.43 25.97
10 261 13,578 13,583 5.0 43.0 29.8 0.734 50.52 37.10
10 262 13,633 13,636 3.0 58.8 48.7 0.942 44.80 42.18
10 263 13,639 13,645 6.0 48.7 23.8 1.151 60.40 69.52
10 264 13,676 13,681 5.0 44.3 30.3 0.775 51.77 40.12
10 265 13,716 13,720 4.0 41.4 28.4 0.905 38.75 35.06
10 266 13,739 13,745 6.0 51.4 32.0 0.898 69.57 62.48
10 267 13,748 13,754 6.0 32.0 10.0 1.020 35.04 35.75
10 268 13,760 13,765 5.0 10.0 0.0 0.556 6.94 3.86
10 269 13,775 13,780 5.0 16.3 0.0 0.906 11.33 10.26
10 270 13,817 13,822 5.0 45.8 28.6 0.955 51.70 49.37
10 271 13,836 13,841 5.0 40.9 25.4 0.856 46.04 39.41
10 272 13,853 13,856 3.0 41.1 30.7 0.956 29.91 28.58
10 273 13,862 13,865 3.0 30.7 22.1 0.800 22.01 17.61
10 274 13,878 13,881 3.0 28.2 21.2 0.646 20.55 13.28
10 275 13,956 13,959 3.0 37.6 29.8 0.724 28.08 20.33
10 276 13,975 13,978 3.0 42.8 34.5 0.761 32.20 24.51
10 277 13,994 14,001 7.0 50.6 21.2 1.166 69.82 81.42
10 278 14,019 14,025 6.0 49.9 25.2 1.145 62.60 71.64
10 279 14,034 14,040 6.0 38.8 19.6 0.888 48.66 43.18
10 280 14,121 14,127 6.0 30.8 10.2 0.954 34.14 32.58
10 281 14,138 14,142 4.0 26.3 16.5 0.680 23.75 16.15
10 282 14,150 14,154 4.0 19.0 7.6 0.794 14.78 11.74
10 283 14,157 14,161 4.0 7.6 0.0 0.526 4.21 2.22
10 284 14,175 14,180 5.0 32.2 13.6 1.036 31.83 32.97
10 285 14,189 14,195 6.0 13.6 0.0 0.630 11.33 7.14
10 286 14,266 14,270 4.0 24.9 10.9 0.977 19.90 19.44
10 287 14,277 14,281 4.0 10.9 0.0 0.755 6.04 4.56
10 288 14,290 14,294 4.0 11.0 0.0 0.766 6.13 4.69

---