当前位置：文档之家› ECE-R79 欧盟法规Steering Systems 转向系统

ECE-R79 欧盟法规Steering Systems 转向系统

Seite drucken

Contents

ECE-R 79

UNIFORM PROVISIONS CONCERNING THE APPROVAL OF VEHICLES WITH REGARD TO

STEERING EQUIPMENT

ECE-R 79

Steering Systems

060120

Deutscher Text:ECE-R 79 - Lenkanlage Title of the Regulation / History

0. Introduction

1. Scope

2. Definitions

3. Application for approval

4. Approval

5. Construction of production

6. Tests provisions

7. Conformity of production

8. Penalties for non-conformity of production

9. Modification and extension of approval of the vehicle type

10. Production definitely discontinued

11. Names and adresses of technical services responsible for conduction approval tests and of administrative departments ANNEX 1 - Communication concerning the approval or refusal or extension or withdrawal of approval or production definitely discontinued of a vehicle type with regard to steering equipment pursuant to Regulation No. 79

ANNEX 2 - Arrangements of approval marks

ANNEX 3 - Braking performance for vehicles using the same energy source to supply steering equipment and braking device ANNEX 4 - Additional provisions for vehicles equipped with ASE

ANNEX 5 - Provisions for trailers having hydraulic steering transmission

ANNEX 6 - Special requirements to be applied to the safety aspects of complex electronic vehicle control systems

Modifications:

E/ECE/324-E/ECE/TRANS/505/Rev.1/Add.78/Rev.2/Corr.2 Revision 2, Erratum In force: 20.01.2006 (already included)

Paragraph: 4.2. (marked red)

E/ECE/324-E/ECE/TRANS/505/Rev.1/Add.78/Rev.2 Amendment 01, Supplement 3 In force: 04.04.2005 (already included)

Paragraphs: 0.; 1.2. until 1.2.4.; 2.2.1.; 2.3.2. until 2.3.6.3.; 2.4.3.; 2.5.1.1.; 2.5.2.4.; 2.6.4.; 2.7.; 3.2.2.; 3.2.3.; 4.1.1.; 4.2.;

5.1.1.; 5.1.3. until 5.1.

6.1.; 5.1.9. until 5.5.2.1.; 6.1.2.; 6.1.4.; 6.2.2.; 6.3.2.; 6.3.4. until 6.3.5.;

7. until 7.2.;

8.1.

Annex 1 - 6.1.; 6.2.; 6.3.

Annex 3 - 1. until 1.3.

Annex 4 - 1.; 2.1.1.; 2.2.1.; 2.3.1.

Annex 5 - 1.; 2.1.1.

Annex 6 - new

E/ECE/324-E/ECE/TRANS/505/Rev.1/Add.78 Original version In force: 01.12.1988

E/ECE/324-E/ECE/TRANS/505/Rev.1/Add.78/Rev.1 Original version, Supplement 1 In force: 11.02.1990

E/ECE/324-E/ECE/TRANS/505/Rev.1/Add.78/Rev.1 Original version, Corr.1 In force: 09.11.1990

E/ECE/324-E/ECE/TRANS/505/Rev.1/Add.78/Rev.1/Amend.1 Original version, Supplement 2 In force: 05.12.1994

E/ECE/324-E/ECE/TRANS/505/Rev.1/Add.78/Rev.1/Amend.1 Amendment 01 In force: 14.08.1995

E/ECE/324-E/ECE/TRANS/505/Rev.1/Add.78/Rev.1/Amend.1 Original version, Corr.2 In force: 13.11.1995 E/ECE/324-E/ECE/TRANS/505/Rev.1/Add.78/Rev.1/Amend.2 Amendment 01, Supplement 1 In force: 07.02.1999

E/ECE/324-E/ECE/TRANS/505/Rev.1/Add.78/Rev.1/Amend.3 Amendment 01, Supplement 2 In force: 31.01.2003 E/ECE/324-E/ECE/TRANS/505/Rev.1/Add.78/Rev.2 Amendment 01, Supplement 3 In force: 04.04.2005

0. INTRODUCTION Top

The intention of the Regulation is to establish uniform provisions for the layout and performance of steering

systems fitted to vehicles used on the road. Traditionally the major requirement has been that the main steering

system contains a positive mechanical link between the steering control, normally the steering wheel, and the

road wheels in order to determine the path of the vehicle. The mechanical link, if amply dimensioned, has been

regarded as not being liable to failure.

Advancing technology, coupled with the wish to improve occupant safety by elimination of the mechanical

steering column, and the production advantages associated with easier transfer of the steering control between

left and right hand drive vehicles, has led to a review of the traditional approach and the Regulation is now

amended to take account of the new technologies. Accordingly it will now be possible to have steering systems in

which there is not any positive mechanical connection between the steering control and the road wheels.

Systems whereby the driver remains in primary control of the vehicle but may be helped by the steering system

being influenced by signals initiated on-board the vehicle are defined as "Advanced Driver Assistance Steering

Systems". Such Systems can incorporate an "Automatically Commanded Steering Function", for example, using

passive infrastructure features to assist the driver in keeping the vehicle on an ideal path (Lane Guidance, Lane

Keeping or Heading Control), to assist the driver in manoeuvring the vehicle at low speed in confined spaces or

to assist the driver in coming to rest at a pre-defined point (Bus Stop Guidance). Advanced Driver Assistance

Steering Systems can also incorporate a "Corrective Steering Function" that, for example, warns the driver of any

deviation from the chosen lane (Lane Departure Warning), corrects the steering angle to prevent departure from

the chosen lane (Lane Departure Avoidance) or corrects the steering angle of one or more wheels to improve the

vehicle’s dynamic behaviour or stability.

In the case of any Advanced Driver Assistance Steering System, the driver can, at all times, choose to override

the assistance function by deliberate action, for example, to avoid an unforeseen object in the road.

It is anticipated that future technology will also allow steering to be influenced or controlled by sensors and

signals generated either on or off-board the vehicle. This has led to several concerns regarding responsibility for

the primary control of the vehicle and the absence of any internationally agreed data transmission protocols with

respect to off-board or external control of steering. Therefore, the Regulation does not permit the general

approval of systems that incorporate functions by which the steering can be controlled by external signals, for

example, transmitted from roadside beacons or active features embedded into the road surface. Such systems,

which do not require the presence of a driver, have been defined as "Autonomous Steering Systems".

This Regulation also prevents the approval of positive steering of trailers using energy supply and electrical

control from the towing vehicle as there are not any standards applicable to energy supply connectors or to

control transmission digital information interchange. It is expected that at some time in the future, the

International Standards Organization (ISO) Standard, ISO11992, will be amended to take account of

transmission of steering control data.

1. SCOPE Top 1.1.This Regulation applies to the steering equipment of vehicles of categories M, N and O. 1/

1.2.This Regulation does not apply to:

1.2.1.Steering equipment with a purely pneumatic transmission;

1.2.2.Autonomous Steering Systems as defined in paragraph 2.3.3;

1.2.3.Full power steering systems fitted to trailers where the energy necessary for operation is transmitted from the

towing vehicle;

1.2.4.The electrical control of full power steering systems fitted to trailers, other than additional steering equipment as

defined in paragraph 2.5.2.4.

1/ As defined in Annex 7 of the Consolidated Resolution on the Construction of Vehicles (R.E.3)

(TRANS/SC.1/WP.29/78/Rev.1).

2. DEFINITIONS Top

For the purposes of this Regulation:

2.1."Approval of a vehicle" means the approval of a vehicle type with regard to its steering equipment.

2.2."Vehicle type" means a vehicle which does not differ with respect to the manufacturer's designation of the vehicle

type and in essential characteristics such as:

2.2.1.type of steering equipment, steering control, steering transmission, steered wheels, and energy source.

2.3."Steering equipment" means all the equipment the purpose of which is to determine the direction of movement

of the vehicle.

The steering equipment consists of:

The steering control,

The steering transmission,

The steered wheels,

The energy supply, if any.

2.3.1."Steering control" means the part of the steering equipment which controls its operation; it may be operated with

or without direct intervention of the driver. For steering equipment in which the steering forces are provided

solely or partly by the muscular effort of the driver the steering control includes all parts up to the point where

the steering effort is transformed by mechanical, hydraulic or electrical means;

2.3.2."Steering transmission" means all components which form a functional link between the steering control and the

road wheels.

The transmission is divided into two independent functions:

The control transmission and the energy transmission.

Where the term "transmission" is used alone in this Regulation, it means both the control transmission and the

energy transmission. A distinction is drawn between mechanical, electrical and hydraulic transmission systems or

combinations thereof, according to the means by which the signals and/or energy is transmitted.

2.3.2.1."Control transmission" means all components by means of which signals are transmitted for control of the

steering equipment.

2.3.2.2."Energy transmission" means all components by means of which the energy required for control/Regulation of

the steering function of the wheels is transmitted.

2.3.3."Autonomous Steering System" means a system that incorporates a function within a complex electronic control

system that causes the vehicle to follow a defined path or to alter its path in response to signals initiated and

transmitted from off-board the vehicle. The driver will not necessarily be in primary control of the vehicle.

2.3.4."Advanced Driver Assistance Steering System" means a system, additional to the main steering system, that

provides assistance to the driver in steering the vehicle but in which the driver remains at all times in primary

control of the vehicle. It comprises one or both of the following functions:

2.3.4.1."Automatically commanded steering function" means the function within a complex electronic control system

where actuation of the steering system can result from automatic evaluation of signals initiated on-board the

vehicle, possibly in conjunction with passive infrastructure features, to generate continuous control action in

order to assist the driver in following a particular path, in low speed manoeuvring or parking operations.

2.3.4.2."Corrective steering function" means the discontinuous control function within a complex electronic control

system whereby, for a limited duration, changes to the steering angle of one or more wheels may result from the

automatic evaluation of signals initiated on-board the vehicle, in order to maintain the basic desired path of the

vehicle or to influence the vehicle’s dynamic behaviour.

Systems that do not themselves positively actuate the steering system but that, possibly in conjunction with

passive infrastructure features, simply warn the driver of a deviation from the ideal path of the vehicle, or of an

unseen hazard, by means of a tactile warning transmitted through the steering control, are also considered to be

corrective steering.

2.3.5."Steered wheels" means the wheels, the alignment of which may be altered directly or indirectly in relation to the

longitudinal axis of the vehicle in order to determine the direction of movement of the vehicle. (The steered

wheels include the axis around which they are rotated in order to determine the direction of movement of the

vehicle);

2.3.6.

"Energy supply" includes those parts of the steering equipment which provide it with energy, regulate that

energy and where appropriate, process and store it. It also includes any storage reservoirs for the operating

medium and the return lines, but not the vehicle’s engine (except for the purpose of paragraph 5.3.2.1.) or its

drive to the energy source.

2.3.6.1."Energy source" means the part of the energy supply, which provides the energy in the required form.

2.3.6.2."Energy reservoir" means that part of the energy supply in which the energy provided by the energy source is

stored, for example, a pressurised fluid reservoir or vehicle battery.

2.3.6.3."Storage reservoir" means that part of the energy supply in which the operating medium is stored at or near to

the atmospheric pressure, for example a fluid reservoir.

2.4.Steering parameters

2.4.1."Steering control effort" means the force applied to the steering control in order to steer the vehicle.

2.4.2."Steering time" means the period of time from the beginning of the movement of the steering control to the

moment at which the steered wheels have reached a specific steering angle.

2.4.

3."Steering angle" means the angle between the projection of a longitudinal axis of the vehicle and the line of

intersection of the wheel plane (being the central plane of the wheel, normal to the axis around which it rotates)

and the road surface.

2.4.4."Steering forces" mean all the forces operating in the steering transmission.

2.4.5."Mean steering ratio" means the ratio of the angular displacement of the steering control to the mean of the

swept steering angle of the steered wheels for a full lock-to-lock turn;

2.4.6."Turning circle" means the circle within which are located the projections on to the ground plane of all the points

of the vehicle, excluding the external mirrors and the front direction indicators, when the vehicle is driven in a

circle;

2.4.7."Nominal radius of steering control" means in the case of a steering wheel the shortest dimension from its centre

of rotation to the outer edge of the rim. In the case of any other form of control it means the distance between

its centre of rotation and the point at which the steering effort is applied. If more than one such point is

provided, the one requiring the greatest effort shall be used.

2.5.Types of steering equipment

Depending on the way the steering forces are produced, the following types of equipment are distinguished:

2.5.1.For motor vehicles:

2.5.1.1."Main steering system" means the steering equipment of a vehicle which is mainly responsible for determining

the direction of travel. It may comprise:

2.5.1.1.1."Manual steering equipment" in which the steering forces result solely from the muscular effort of the driver.

2.5.1.1.2."Power assisted steering equipment" in which the steering forces result from both the muscular effort of the

driver and the energy supply (supplies).

2.5.1.1.2.1.Steering equipment in which the steering forces result solely from one or more energy supplies when the

equipment is intact, but in which the steering forces can be provided by the muscular effort of the driver alone if

there is a fault in the steering (integrated power systems), is also considered to be power assisted steering

equipment;

2.5.1.1.

3."Full-power steering equipment" in which the steering forces are provided solely by one or more energy supplies;

2.5.1.2."Self-tracking steering equipment" means a system designed to create a change of steering angle on one or

more wheels only when acted upon by forces and/or moments applied through the tyre to road contact.

2.5.1.

3."Auxiliary steering equipment (ASE)" means a system in which the wheels on axle(s) of vehicles of categories M

and N are steered in addition to the wheels of the main steering equipment in the same or opposite direction to

those of the main steering equipment and/or the steering angle of the front and/or the rear wheels may be

adjusted relative to vehicle behaviour.

2.5.2.For trailers:

2.5.2.1."Self-tracking steering equipment" means a system designed to create a change of steering angle on one or

more wheels only when acted upon by forces and/or moments applied through the tyre to road contact.

2.5.2.2."Articulated steering" means equipment in which the steering forces are produced by a change in direction of the

towing vehicle and in which the movement of the steered trailer wheels is firmly linked to the relative angle

between the longitudinal axis of the towing vehicle and that of the trailer;

2.5.2.

3."Self-steering" means equipment in which the steering forces are produced by a change in direction of the towing

vehicle and in which the movement of the steered trailer wheels is firmly linked to the relative angle between the

longitudinal axis of the trailer frame or a load replacing it and the longitudinal axis of the sub-frame to which the

axle(s) is (are) attached;

2.5.2.4."Additional steering equipment" means a system, independent of the main steering system, by which the

steering angle of one or more axle(s) of the steering system can be influenced selectively for manoeuvring

purposes.

2.5.

3.Depending on the arrangement of the steered wheels, the following types of steering equipment are

distinguished:

2.5.

3.1."Front-wheel steering equipment" in which only the wheels of the front axle(s) are steered. This includes all

wheels which are steered in the same direction.

2.5.

3.2."Rear-wheel steering equipment" in which only the wheels of the rear axle(s) are steered. This includes all

wheels which are steered in the same direction.

2.5.

3.3. "Multi-wheel steering equipment" in which the wheels of one or more of each of the front and the rear axle(s) are

steered;

2.5.

3.3.1."All-wheel steering equipment" in which all the wheels are steered;

2.5.

3.3.2."Buckle steering equipment" in which the movement of chassis parts relative to each other is directly produced

by the steering forces.

2.6.Types of steering transmission

Depending on the way the steering forces are transmitted, the following types of steering transmission are

distinguished:

2.6.1."Purely mechanical steering transmission" means a steering transmission in which the steering forces are

transmitted entirely by mechanical means.

2.6.2."Purely hydraulic steering transmission" means a steering transmission in which the steering forces, somewhere

in the transmission, are transmitted only by hydraulic means.

2.6.

3."Purely electric steering transmission" means a steering transmission in which the steering forces, somewhere in

the transmission, are transmitted only through electric means.

2.6.4."Hybrid steering transmission" means a steering transmission in which part of the steering forces is transmitted

through one and the other part through another of the above mentioned means. However, in the case where any

mechanical part of the transmission is designed only to give position feedback and is too weak to transmit the

total sum of the steering forces, this system shall be considered to be purely hydraulic or purely electric steering

transmission.

2.7."Electric control line" means the electrical connection which provides the steering control function to the trailer. It

comprises the electrical wiring and connector and includes the parts for data communication and the electrical

energy supply for the trailer control transmission.

3. APPLICATION FOR APPROVAL Top 3.1.The application for approval of a vehicle type with regard to the steering equipment shall be submitted by the

vehicle manufacturer or by his duly accredited representative.

3.2.It shall be accompanied by the undermentioned documents in triplicate, and by the following particulars:

3.2.1. a description of the vehicle type with regard to the items mentioned in paragraph 2.2.; the vehicle type shall be

specified;

3.2.2. a brief description of the steering equipment with a diagram of the steering equipment as a whole, showing the

position on the vehicle of the various devices influencing the steering.

3.2.3.in the case of full power steering systems and systems to which Annex 6 of this Regulation applies, an overview

of the system indicating the philosophy of the system and the fail-safe procedures, redundancies and warning

systems necessary to ensure safe operation in the vehicle.

The necessary technical files relating to such systems shall be made available for discussion with the type

approval authority and/or technical service. Such files will be discussed on a confidential basis.

3.3. A vehicle representative of the vehicle type to be approved shall be submitted to the technical service responsible

for conducting approval tests.

4. APPROVAL Top 4.1.If the vehicle submitted for approval pursuant to this Regulation meets all relevant requirements given in this

Regulation, approval of that vehicle type with regard to the steering equipment shall be granted.

4.1.1.The type approval authority shall verify the existence of satisfactory arrangements for ensuring effective control

of the conformity of production as given in paragraph 7. of this Regulation, before type approval is granted.

4.2.An approval number shall be assigned to each type approved. Its first two digits (at present 01) shall indicate the

series of amendments incorporating the most recent major technical amendments made to the Regulation at the

time of issue of the approval. The same Contracting Party shall not assign this number to another vehicle type or

to the same vehicle type submitted with different steering equipment from that described in the documents

required by paragraph 3.

4.3.Notice of approval or of extension or refusal of approval of a vehicle type pursuant to this Regulation shall be

communicated to the Parties to the 1958 Agreement which apply this Regulation, by means of a form conforming

to the model in Annex 1 to this Regulation.

4.4.There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every

vehicle conforming to a vehicle type approved under this Regulation, an international approval mark consisting

of:

4.4.1. a circle surrounding the letter "E" followed by the distinguishing number of the country which has granted

approval; 2/

4.4.2.the number of this Regulation, followed by the letter "R", a dash and the approval number to the right of the

circle prescribed in paragraph 4.4.1.

4.5.If the vehicle conforms to a vehicle type approved, under one or more other Regulations annexed to the

Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph

4.4.1. need not be repeated; in such a case the Regulation and approval numbers and the additional symbols of

all the Regulations under which approval has been granted in the country which has granted approval under this

Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.1.

4.6.The approval mark shall be clearly legible and shall be indelible.

4.7.The approval mark shall be placed close to or on the vehicle data plate affixed by the manufacturer.

4.8.Annex 2 to this Regulation gives examples of arrangements of approval marks.

2/ 1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for Belgium, 7 for Hungary, 8 for the

Czech Republic, 9 for Spain, 10 for Serbia and Montenegro, 11 for the United Kingdom, 12 for Austria, 13 for Luxembourg,

14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 20 for Poland, 21 for

Portugal, 22 for the Russian Federation, 23 for Greece, 24 for Ireland, 25 for Croatia, 26 for Slovenia, 27 for Slovakia, 28 for

Belarus, 29 for Estonia, 30 (vacant), 31 for Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria, 35 (vacant),

36 for Lithuania, 37 for Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The former Yugoslav Republic of Macedonia, 41

(vacant), 42 for the European Community (Approvals are granted by its Member States using their respective ECE symbol),

43 for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine, 47 for South Africa, 48 for New Zealand, 49 for Cyprus, 50 for

Malta and 51 for the Republic of Korea. Subsequent numbers shall be assigned to other countries in the chronological order

in which they ratify or accede to the Agreement Concerning the Adoption of Uniform Technical Prescriptions for Wheeled

Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the Conditions for Reciprocal

Recognition of Approvals Granted on the Basis of these Prescriptions, and the numbers thus assigned shall be communicated

by the Secretary-General of the United Nations to the Contracting Parties to the Agreement.

5. CONSTRUCTION OF PRODUCTION Top 5.1.General provisions

5.1.1.The steering system shall ensure easy and safe handling of the vehicle up to its maximum design speed or in

case of a trailer up to its technically permitted maximum speed. There must be a tendency to self-centre when

tested in accordance with paragraph 6.2. with the intact steering equipment. The vehicle shall meet the

requirements of paragraph 6.2. in the case of motor vehicles and of paragraph 6.3. in the case of trailers. If a

vehicle is fitted with an auxiliary steering system, it shall also meet the requirements of Annex 4. Trailers

equipped with hydraulic steering transmissions shall comply also with Annex 5.

5.1.2.It must be possible to travel along a straight section of road without unusual steering correction by the driver

and without unusual vibration in the steering system at the maximum design speed of the vehicle.

5.1.3.The direction of operation of the steering control shall correspond to the intended change of direction of the

vehicle and there shall be a continuous relationship between the steering control deflection and the steering

angle. These requirements do not apply to systems that incorporate an automatically commanded or corrective

steering function, or to auxiliary steering equipment.

These requirements may also not necessarily apply in the case of full power steering when the vehicle is

stationary and when the system is not energised.

5.1.4.The steering equipment shall be designed, constructed and fitted in such a way that it is capable of withstanding

the stresses arising during normal operation of the vehicle, or combination of vehicles. The maximum steering

angle shall not be limited by any part of the steering transmission unless specifically designed for this purpose.

Unless otherwise specified, it will be assumed that for the purpose of this Regulation, not more than one failure

can occur in the steering equipment at any one time and two axles on one bogie shall be considered as one axle.

5.1.5.The effectiveness of the steering equipment, including the electrical control lines, shall not be adversely affected

by magnetic or electric fields. Conformity with the technical requirements of Regulation No. 10, to the

amendment in force at the time of Type Approval shall be demonstrated.

5.1.

6.Advanced driver assistance steering systems shall only be approved in accordance with this Regulation where the

function does not cause any deterioration in the performance of the basic steering system. In addition they shall

be designed such that the driver may, at any time and by deliberate action, override the function.

5.1.

6.1.Whenever the Automatically Commanded Steering function becomes operational, this shall be indicated to the

driver and the control action shall be automatically disabled if the vehicle speed exceeds the set limit of 10 km/h

by more than 20 per cent or the signals to be evaluated are no longer being received. Any termination of control

shall produce a short but distinctive driver warning by a visual signal and either an acoustic signal or by imposing

a tactile warning signal on the steering control.

5.1.7.Steering transmission

5.1.7.1.Adjustment devices for steering geometry must be such that after adjustment a positive connection can be

established between the adjustable components by appropriate locking devices.

5.1.7.2.Steering transmission which can be disconnected to cover different configurations of a vehicle (e.g. on

extendable semi-trailers), must have locking devices which ensure positive relocation of components; where

locking is automatic, there must be an additional safety lock which is operated manually.

5.1.8.Steered wheels

The steered wheels shall not be solely the rear wheels. This requirement does not apply to semi-trailers.

5.1.9.Energy supply

The same energy supply may be used for the steering equipment and other systems. However in the case of a

failure in any system which shares the same energy supply steering shall be ensured in accordance with the

relevant failure conditions of paragraph 5.3.

5.1.10.Control systems

The requirements of Annex 6 shall be applied to the safety aspects of electronic vehicle control systems that

provide or form part of the control transmission of the steering function including advanced driver assistance

steering systems. However, systems or functions, that use the steering system as the means of achieving a

higher level objective, are subject to Annex 6 only insofar as they have a direct effect on the steering system. If

such systems are provided, they shall not be deactivated during type approval testing of the steering system. 5.2.Special provisions for trailers

5.2.1.Trailers (with the exception of semi-trailers and centre-axle trailers) which have more than one axle with steered

wheels and semi-trailers and centre-axle trailers which have at least one axle with steered wheels must fulfil the

conditions given in paragraph 6.3. However, for trailers with self-tracking steering equipment a test under

paragraph 6.3. is not necessary if the axle load ratio between the unsteered and the self-tracking axles equals or

exceeds 1.6. under all loading conditions.

However for trailers with self-tracking steering equipment, the axle load ratio between unsteered or articulated

steered axles and friction-steered axles shall be at least 1 under all loading conditions.

5.2.2.If the towing vehicle of a vehicle combination is driving straight ahead, the trailer and towing vehicle must

remain aligned. If alignment is not retained automatically, the trailer must be equipped with a suitable

adjustment facility for maintenance.

5.3.Failure provisions and performance

5.3.1.General

5.3.1.1.For the purposes of this Regulation the steered wheels, the steering control and all mechanical parts of the

steering transmission shall not be regarded as liable to breakage if they are amply dimensioned, are readily

accessible for maintenance, and exhibit safety features at least equal to those prescribed for other essential

components (such as the braking system) of the vehicle. Where the failure of any such part would be likely to

result in loss of control of the vehicle, that part must be made of metal or of a material with equivalent

characteristics and must not be subject to significant distortion in normal operation of the steering system.

5.3.1.2.The requirements of paragraphs 5.1.2., 5.1.3. and

6.2.1. shall also be satisfied with a failure in the steering

equipment as long as the vehicle can be driven with the speeds required in the respective paragraphs.

In this case paragraph 5.1.3. shall not apply for full power steering systems when the vehicle is stationary.

5.3.1.3.Any failure in a transmission other than purely mechanical must clearly be brought to the attention of the vehicle

driver as given in paragraph 5.4. When a failure occurs, a change in the average steering ratio is permissible if

the steering effort given in paragraph 6.2.6. is not exceeded.

5.3.1.4.In the case where the braking system of the vehicle shares the same energy source as the steering system and

this energy source fails, the steering system shall have priority and shall be capable of meeting the requirements

of paragraphs 5.3.2. and 5.3.3. as applicable. In addition the braking performance on the first subsequent

application, shall not drop below the prescribed service brake performance, as given in paragraph 2. of Annex 3

of this Regulation.

5.3.1.5.In the case where the braking system of the vehicle shares the same energy supply as the steering system and

there is a failure in the energy supply, the steering system shall have priority and shall be capable of meeting the

requirements of paragraphs 5.3.2. and 5.3.3. as applicable. In addition the braking performance on the first

subsequent application shall comply with the prescriptions of paragraph 3. of Annex 3 of this Regulation.

5.3.1.

6.In the case of trailers the requirements of paragraphs 5.2.2. and 6.3.4.1. shall also be met when there is a

failure in the steering system.

5.3.2.Power assisted steering systems

5.3.2.1.Should the engine stop or a part of the transmission fail, with the exception of those parts listed in paragraph

5.3.1.1., there shall be no immediate changes in steering angle. As long as the vehicle is capable of being driven

at a speed greater than 10 km/h the requirements given in paragraph 6., relating to a system with a failure, shall

be met.

5.3.3.Full power steering systems

5.3.3.1.The system shall be designed such that the vehicle cannot be driven indefinitely at speeds above 10 km/h where

there is any fault which requires operation of the warning signal referred to in paragraph 5.4.2.1.1.

5.3.3.2.In case of a failure within the control transmission, with the exception of those parts listed in paragraph 5.1.4., it

shall still be possible to steer with the performance laid down in paragraph 6. for the intact steering system.

5.3.3.3.In the event of a failure of the energy source of the control transmission, it shall be possible to carry out at least

24 "figure of eight" manoeuvres, where each loop of the figure is 40 m diameter at 10 km/h speed and at the

performance level given for an intact system in paragraph 6. The test manoeuvres shall begin at an energy

storage level given in paragraph 5.3.3.5.

5.3.3.4.In the event of a failure within the energy transmission, with the exception of those parts listed in paragraph

5.3.1.1., there shall not be any immediate changes in steering angle. As long as the vehicle is capable of being

driven at a speed greater than 10 km/h the requirements of paragraph 6. for the system with a failure shall be

met after the completion of at least 25 "figure of eight" manoeuvres at 10 km/h minimum speed, where each

loop of the figure is 40 m diameter.

The test manoeuvres shall begin at an energy storage level given in paragraph 5.3.3.5.

5.3.3.5.The energy level to be used for the tests referred to in paragraphs 5.3.3.3. and 5.3.3.4. shall be the energy

storage level at which a failure is indicated to the driver.

In the case of electrically powered systems subject to Annex 6, this level shall be the worst case situation

outlined by the manufacturer in the documentation submitted in connection with Annex 6 and shall take into

account the effects of e.g. temperature and ageing on battery performance.

5.4.Warning signals

5.4.1.General provisions

5.4.1.1.Any fault which impairs the steering function and is not mechanical in nature must be signalled clearly to the

driver of the vehicle.

Despite the requirements of 5.1.2. the deliberate application of vibration in the steering system may be used as

an additional indication of a fault condition in this system.

In the case of a motor vehicle, an increase in steering force is considered to be a warning indication; in the case

of a trailer, a mechanical indicator is permitted.

5.4.1.2.If the same energy source is used to supply the steering system and other systems, an acoustic or optical

warning shall be given to the driver, when the stored energy/fluid in the energy/storage reservoir drops to a level

liable to cause an increase in steering effort. This warning may be combined with a device provided to warn of

brake failure if the brake system uses the same energy source. The satisfactory condition of the warning device

must be easily verifiable by the driver.

5.4.2.Special provisions for full-power steering equipment

5.4.2.1.Power-driven vehicles shall be capable of providing steering failure and defect warning signals, as follows:

5.4.2.1.1. A red warning signal, indicating failures defined in paragraph 5.3.1.3. within the main steering equipment.

5.4.2.1.2.Where applicable, a yellow warning signal indicating an electrically detected defect within the steering

equipment, which is not indicated by the red warning signal.

5.4.2.1.3.If a symbol is used, it must comply with symbol J 04, ISO/IEC registration number 7000-2441 as defined in ISO

2575: 2000.

5.4.2.1.4.The warning signal(s) mentioned above shall light up when the electrical equipment of the vehicle (and the

steering system) is energised. With the vehicle stationary, the steering system shall verify that none of the

specified failures or defects is present before extinguishing the signal.

Specified failures or defects which should activate the warning signal mentioned above, but which are not

detected under static conditions, shall be stored upon detection and be displayed at start-up and at all times

when the ignition (start) switch is in the "on" (run) position, as long as the failure persists.

5.4.3.In the case where additional steering equipment is in operation and/or where the steering angle generated by

that equipment has not been returned to normal driving position a warning signal must be given to the driver.

5.5.Provisions for the periodic technical inspection of steering equipment

5.5.1.As far as practicable and subject to agreement between the vehicle manufacturer and the type approval

authority, the steering equipment and its installation shall be so designed that, without disassembly, its operation

can be checked with, if necessary, commonly used measuring instruments, methods or test equipment.

5.5.2.It must be possible to verify in a simple way the correct operational status of those Electronic Systems, which

have control over steering. If special information is needed, this shall be made freely available.

5.5.2.1.At the time of Type Approval the means implemented to protect against simple unauthorized modification to the

operation of the verification means chosen by the manufacturer (e.g. warning signal) shall be confidentially

outlined.

Alternatively this protection requirement is fulfilled when a secondary means of checking the correct operational

status is available.

6. TESTS PROVISIONS Top 6.1.General provisions

6.1.1.The test shall be conducted on a level surface affording good adhesion.

6.1.2.During the test(s), the vehicle shall be loaded to its technically permissible maximum mass and its technically

permissible maximum load on the steered axle(s).

In the case of axles fitted with ASE, this test shall be repeated with the vehicle loaded to its technically

permissible maximum mass and the axle equipped with ASE loaded to its maximum permissible mass.

6.1.3.Before the test begins, the tyre pressures shall be as prescribed by the manufacturer for the mass specified in

paragraph 6.1.2. when the vehicle is stationary.

6.1.4.In the case of any systems that use electrical energy for part or all of the energy supply, all performance tests

shall be carried out under conditions of actual or simulated electrical load of all essential systems or systems

components which share the same energy supply. Essential systems shall comprise at least lighting systems,

windscreen wipers, engine management and braking systems.

6.2.Provisions for motor vehicles

6.2.1.It must be possible to leave a curve with a radius of 50 m at a tangent without unusual vibration in the steering

equipment at the following speed:

Category M1 vehicles: 50 km/h

Category M2, M3, N1, N2 and N3 vehicles: 40 km/h or the maximum design speed if this is below the speeds

given above.

6.2.2.When the vehicle is driven in a circle with its steered wheels at approximately half lock and a constant speed of

at least 10 km/h, the turning circle must remain the same or become larger if the steering control is released.

6.2.3.During the measurement of control effort, forces with a duration of less than 0.2 seconds shall not be taken into

account.

6.2.4.The measurement of steering efforts on motor vehicles with intact steering equipment.

6.2.4.1.The vehicle shall be driven from straight ahead into a spiral at a speed of 10 km/h. The steering wheel control

effort shall be measured at the nominal radius of the steering control until the position of the steering control

corresponds to turning radius given in the table below for the particular category of vehicle with intact steering.

One steering movement shall be made to the right and one to the left.

6.2.4.2.The maximum permitted steering time and the maximum permitted steering control effort with intact steering

equipment are given in the table below for each category of vehicle.

6.2.5.The measurement of steering efforts on motor vehicles with a failure in the steering equipment.

6.2.5.1.The test described in paragraph 6.2.4. shall be repeated with a failure in the steering equipment. The steering

effort shall be measured until the position of the steering control corresponds to the turning radius given in the

table below for the particular category of vehicle with a failure in the steering equipment.

6.2.5.2.The maximum permitted steering time and the maximum permitted steering control effort with a failure in the

steering equipment are given in the table below for each category of vehicle.

Table

STEERING CONTROL EFFORT REQUIREMENTS

Vehicle Category

INTACT WITH A FAILURE Maximum

effort

(daN)

Time (s)

Turning

radius (m)

Maximum

effort

(daN)

Time (s)

Turning

radius (m)

M11541230420

M21541230420

M320412 **/45 */620

N12041230420

N22541240420

N320412 **/45 */620

*/ 50 for rigid vehicles with 2 or more steered axles excluding self tracking equipment

**/ or full lock if 12 m radius is not attainable.

6.3.Provisions for trailers

6.3.1.The trailer must travel without excessive deviation or unusual vibration in its steering equipment when the

towing vehicle is travelling in a straight line on a flat and horizontal road at a speed of 80 km/h or the technically

permissible maximum speed indicated by the trailer manufacturer if this is less than 80 km/h.

6.3.2.With the towing vehicle and trailer having adopted a steady state turn corresponding to a turning circle radius of

25 m (see paragraph 2.4.6.) at a constant speed of 5 km/h, the circle described by the rearmost outer edge of

the trailer shall be measured. This manoeuvre shall be repeated under the same conditions but at a speed of 25

km/h ± 1 km/h. During these manoeuvres, the rearmost outer edge of the trailer travelling at a speed of 25

km/h ± 1 km/h shall not move outside the circle described at a constant speed of 5 km/h by more than 0.7 m. 6.3.3.No part of the trailer shall move more than 0.5 m beyond the tangent to a circle with a radius of 25 m when

towed by a vehicle leaving the circular path described in paragraph 6.3.2. along the tangent and travelling at a

speed of 25 km/h. This requirement must be met from the point the tangent meets the circle to a point 40 m

along the tangent. After that point the trailer shall fulfil the condition specified in paragraph 6.3.1.

6.3.4.The annular ground area swept by the towing vehicle/trailer combination with an intact steering system, driving

at no more than 5 km/h in a constant radius circle with the front outer corner of the towing vehicle describing a

radius of 0.67 x vehicle combination length but not less than 12.5 m is to be measured.

6.3.4.1.If, with a fault in the steering system, the measured swept annular width is > 8.3 m, then this must not be an

increase of more than 15 per cent compared with the corresponding value measured with the intact steering

system. There shall not be any increase in the outer radius of the swept annular width.

6.3.5.The tests described in paragraphs 6.3.2., 6.3.3. and 6.3.4. shall be conducted in both clockwise and anti-

clockwise directions.

7. CONFORMITY OF PRODUCTION Top

The Conformity of Production Procedures shall comply with those set out in the 1958 Agreement, Appendix 2

(E/ECE/324–E/ECE/TRANS/505/Rev.2), with the following requirements:

7.1.The holder of the approval must ensure that results of the conformity of production tests are recorded and that

the annexed documents remain available for a period determined in agreement with the approval authority or

technical service. This period must not exceed 10 years counted from the time when production is definitely

discontinued.

7.2.The type approval authority or technical service which has granted type approval may at any time verify the

conformity control methods applied in each production facility. The normal frequency of these verifications shall

be once every two years.

8. PENALTIES FOR NON-CONFORMITY OF PRODUCTION Top 8.1.The approval granted in respect of a vehicle type pursuant to this Regulation may be withdrawn if the

requirement laid down in paragraph 7.1. is not complied with or if sample vehicles fail to comply with the

requirements of paragraph 6. of this Regulation.

8.2.If a Contracting Party to the Agreement applying this Regulation withdraws an approval it has previously granted,

it shall forthwith so notify the other Contracting Parties applying this Regulation, by means of a communication

form conforming to the model in Annex 1 to this Regulation.

9. MODIFICATION AND EXTENSION OF APPROVAL OF THE VEHICLE TYPE Top 9.1.

Every modification of the vehicle type shall be notified to the approval authority which granted the approval. The approval authority may then either:9.1.1.

Consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case the vehicle still complies with the requirements; or 9.1.2.

Require a further test report from the technical service responsible for conducting the tests.9.2.

Confirmation or extension or refusal of approval, specifying the alterations, shall be communicated by the procedure specified in paragraph 4.3. to the Parties to this Regulation.9.3.The approval authority issuing the extension of approval shall assign a series number for such an extension and

inform there of the other Parties to the 1958 Agreement applying this Regulation by means of a communication

form conforming to the model in Annex 1 to this Regulation.

10. PRODUCTION DEFINITELY DISCONTINUED

Top If the holder of the approval completely ceases to manufacture a type of vehicle approved in accordance with this

Regulation, he shall so inform the authority which granted the approval. Upon receiving the relevant

communication that authority shall inform thereof the other Parties to the 1958 Agreement applying this

Regulation by means of a communication form conforming to the model in Annex 1 to this Regulation.

11. NAMES AND ADRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING APPROVAL

TESTS AND OF ADMINISTRATIVE DEPARTMENTS Top

The Parties to the 1958 Agreement applying this Regulation shall communicate to the United Nations Secretariat

the names and addresses of the technical services responsible for conducting approval tests and of the

administrative departments which grant approval and to which forms certifying approval or extension or refusal

or withdrawal of approval, issued in other countries, are to be sent.

ANNEX 1

Top

COMMUNICATION

(Maximum format: A 4 (210 mm x 297 mm))

of a vehicle type with regard to steering equipment pursuant to Regulation No. 79

Approval No. ................................... Extension No. ................................

issued by: Name of administration:

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

......................................concerning: 2/APPROVAL GRANTED

APPROVAL EXTENDED

APPROVAL REFUSED

APPROVAL WITHDRAWN

PRODUCTION DEFINITELY DISCONTINUED

Trade name or mark of vehicle .................................................................................2.

Vehicle type ..............................................................................................................3.

Manufacturer's name and address ............................................................................4.If applicable, name and address of manufacturer's ..................................................

representative ............................................................................................................

5.Brief description of the steering equipment ..............................................................

5.1.Type of steering equipment ......................................................................................

5.2.Steering control .........................................................................................................

5.3.Steering transmission ................................................................................................

5.4.Steered wheels ..........................................................................................................

5.5.Energy source ...........................................................................................................

6.Results of tests, vehicle characteristics .....................................................................

6.1.Steering effort required to achieve a turning circle of 12 m radius with an intact system and 20 m radius with a

system in the failed condition .................................

6.1.1.Under normal conditions ..........................................................................................

6.1.2.After failure of special equipment ............................................................................

6.2.Other tests required by this Regulation .................................................. pass/fail 2/

6.3.Adequate documentation in accordance with Annex 6 was supplied in respect of the following parts of the

steering system: ...................................................................

7.Vehicle submitted for approval on ............................................................................

8.Technical service responsible for conducting approval tests ....................................

9.Date of report issued by that service ..........................................................................

10.Number of report issued by that service....................................................................

11.Approval granted/extended/refused/withdrawn 2/

12.Position of approval mark on vehicle ........................................................................

13.Place ..........................................................................................................................

14.Date ...........................................................................................................................

15.Signature ....................................................................................................................

16.Annexed to this communication is a list of documents in the approval file deposited at the administration services

having delivered the approval and which can be obtained upon request.

1/ Distinguishing number of the country which has granted/extended/refused/withdrawn approval (see approval provisions

in the Regulation).

2/ Strike out what does not apply.

ANNEX 2Top

ARRANGEMENTS OF APPROVAL MARKS

Model A

(See paragraph 4.4. of this Regulation)

a = 8 mm min

The above approval mark affixed to a vehicle shows that the vehicle type concerned has, with regard to steering

equipment, been approved in the Netherlands (E4) pursuant to Regulation No. 79 under approval No. 012439.

The approval number indicates that the approval was granted in accordance with the requirements of Regulation

No. 79 incorporating the 01 series of amendments.

Model B

(See paragraph 4.5. of this Regulation)

a = 8 mm min

The above approval mark affixed to a vehicle shows that the vehicle type concerned has been approved in the

Netherlands (E4) pursuant to Regulations Nos. 79 and 31 */. The approval numbers indicate that, at the dates

when the respective approvals were given, Regulation No. 79 incorporating the 01 series of amendments and

Regulation No. 31 included the 01 series of amendments.

*/ The second number is given merely as an example.

ANNEX 3Top BRAKING PERFORMANCE FOR VEHICLES USING THE SAME ENERGY SOURCE TO SUPPLY STEERING

EQUIPMENT AND BRAKING DEVICE

1.For tests carried out in accordance with this annex the following vehicle conditions shall be met:

1.1.The vehicle shall be loaded to its technically permissible maximum mass distributed between the axles as

declared by the vehicle manufacturer. Where provision is made for several arrangements of the mass on the

axles, the distribution of the maximum mass between the axles shall be such that the mass on each axle is

proportional to the maximum permissible mass for each axle. In the case of tractors for semi-trailers, the mass

may be repositioned approximately half way between the kingpin position resulting from the above loading

conditions and the centreline of the rear axle(s);

1.2.The tyres shall be inflated to the cold inflation pressure prescribed for the mass to be borne by the tyres when

the vehicle is stationary;

1.3.Before the start of the tests the brakes shall be cold, that is, with a disc or outer brake drum surface temperature

less than 100 °C.

2.If an energy source failure occurs, service braking performance on the first brake application shall achieve the

values given in the table below.

Category V (km/h) m/s2 FdaN

M2 and M3 N1

N2 and N380

5.8

5.0

3.After any failure in the steering equipment, or the energy supply, it shall be possible after eight full stroke

actuations of the service brake control, to achieve at the ninth application, at least the performance prescribed

for the secondary (emergency) braking system (see table below).

In the case where secondary performance requiring the use of stored energy is achieved by a separate control, it

shall still be possible after eight full stroke actuations of the service brake control to achieve at the ninth

application, the residual performance (see table below).

SECONDARY AND RESIDUAL EFFICIENCY

Category V km/h Secondary

braking Residual braking

m/s2 m/s2

M180 2.9 1.7

M260 2.5 1.5

M360 2.5 1.5

N170 2.2 1.3

N250 2.2 1.3

N340 2.2 1.3

ANNEX 4Top

ADDITIONAL PROVISIONS FOR VEHICLES EQUIPPED WITH ASE

1.General Provisions

Vehicles fitted with auxiliary steering equipment (ASE) in addition to the requirements given in the body of this

Regulation shall also comply with the provisions of this Annex.

2.Specific Provisions

2.1.Transmission

2.1.1.Mechanical steering transmissions

Paragraph 5.3.1.1. of this Regulation applies.

2.1.2.Hydraulic steering transmissions

The hydraulic steering transmission must be protected from exceeding the maximum permitted service pressure

2.1.

3.Electric steering transmissions

The electric steering transmission must be protected from excess energy supply.

https://www.doczj.com/doc/6010688319.html,bination of steering transmissions

A combination of mechanical, hydraulic and electric transmissions shall comply with the requirements specified in

paragraphs 2.1.1., 2.1.2. and 2.1.3. above.

2.2.Testing requirements for failure

2.2.1.Malfunction or failure of any part of the ASE (except for parts not considered to the susceptible to breakdown as

specified in paragraph 5.3.1.1. of this Regulation) shall not result in a sudden significant change in vehicle

behaviour and the relevant requirements of paragraph 6. of this Regulation shall still be met. Furthermore, it

must be possible to control the vehicle without abnormal steering correction. This shall be verified by the

following tests:

2.2.1.1.Circular test

The vehicle shall be driven into a test circle with a radius "R" m and a speed "v" km/h corresponding to its

category and the values given in the table below:

Vehicle category R 3/ v 1/ 2/

M1 and N1100 80

M2 and N250 50

M3 and N350 45

The failure shall be introduced when the specified test speed has been reached. The test shall include driving in a

clockwise direction, and in a counter-clockwise direction.

2.2.1.2.Transient test

2.2.1.2.1.Until uniform test procedures have been agreed, the vehicle manufacturer shall provide the technical services

with their test procedures and results for transient behaviour of the vehicle in the case of failure.

2.3.Warning signals in case of failure.

2.3.1.Except for parts of ASE not considered susceptible to breakdown as specified in paragraph 5.3.1.1. of this

Regulation, the following failure of ASE shall be clearly brought to the attention of the driver.

2.3.1.1. A general cut-off of the ASE electrical or hydraulic control.

2.3.1.2.Failure of the ASE energy supply.

2.3.1.3. A break in the external wiring of the electrical control if fitted.

1/ If the ASE is in a mechanically locked position at this specified speed, the test speed will be modified to correspond to the

maximum speed where the system is functioning. Maximum speed means the speed when the ASE becomes locked minus 5

km/h.

2/ If the dimensional characteristics of the vehicle imply an overturning risk, the manufacturer shall provide to the Technical

Service behaviour simulation data demonstrating a lower maximum safe speed for conducting the test. Then the Technical

Service will choose this test speed.

3/ If, due to the configuration of the test site, the values of the radii cannot be observed, the tests may be carried out on

tracks with other radii, (maximum variation: ± 25 per cent) provided that the speed is varied to obtain the transverse

acceleration resulting from the radius and speed indicated in the table for the particular category of vehicle

ANNEX 5Top PROVISIONS FOR TRAILERS HAVING PURELY HYDRAULIC STEERING TRANSMISSIONS

1.General provisions

Vehicles fitted with hydraulic steering transmission, in addition to the requirements given in the body of this

Regulation shall also comply with the provisions of this annex.

2.Specific provisions

2.1.Performance of hydraulic lines and hose assemblies.

2.1.1.The hydraulic lines of hydraulic transmission shall be capable of a burst pressure at least four times the

maximum normal service pressure (T) specified by the vehicle manufacturer. Hose assemblies shall comply with

ISO Standards 1402:1994, 6605:1986 and 7751: 1991.

2.2.In systems dependent on an energy supply;

2.2.1.the energy supply must be protected from excess pressure by a pressure limiting valve which operates at the

pressure T.

2.3.Protection of steering transmission;

2.3.1.the steering transmission must be protected from excess pressure by a pressure limiting valve which operates at

between 1.5 T and 2.2 T.

ANNEX 6Top SPECIAL REQUIREMENTS TO BE APPLIED TO THE SAFETY ASPECTS OF COMPLEX ELECTRONIC

VEHICLE CONTROL SYSTEMS

1.GENERAL

This annex defines the special requirements for documentation, fault strategy and verification with respect to the

safety aspects of Complex Electronic Vehicle Control Systems (paragraph 2.3. below) as far as this Regulation is

concerned.

This annex may also be called, by special paragraphs in this Regulation, for safety related functions which are

controlled by electronic system(s).

This annex does not specify the performance criteria for "The System" but covers the methodology applied to the

design process and the information which must be disclosed to the technical service, for type approval purposes.

This information shall show that "The System" respects, under normal and fault conditions, all the appropriate

performance requirements specified elsewhere in this Regulation.

DEFINITIONS

For the purposes of this annex,

2.1."Safety concept" is a description of the measures designed into the system, for example within the electronic

units, so as to address system integrity and thereby ensure safe operation even in the event of an electrical

failure. The possibility of a fall-back to partial operation or even to a back-up system for vital vehicle functions

may be a part of the safety concept.

2.2."Electronic control system" means a combination of units, designed to co-operate in the production of the stated

vehicle control function by electronic data processing. Such systems, often controlled by software, are built from

discrete functional components such as sensors, electronic control units and actuators and connected by

transmission links. They may include mechanical, electro-pneumatic or electrohydraulic elements. "The System",

referred to herein, is the one for which type approval is being sought.

2.3."Complex electronic vehicle control systems" are those electronic control systems which are subject to a

hierarchy of control in which a controlled function may be over-ridden by a higher level electronic control

system/function. A function which is over-ridden becomes part of the complex system.

2.4."Higher-Level control" systems/functions are those which employ additional processing and/or sensing provisions

to modify vehicle behaviour by commanding variations in the normal function(s) of the vehicle control system.

This allows complex systems to automatically change their objectives with a priority which depends on the

sensed circumstances.

2.5."Units" are the smallest divisions of system components which will be considered in this annex, since these

combinations of components will be treated as single entities for purposes of identification, analysis or

replacement.

2.6."Transmission links" are the means used for inter-connecting distributed units for the purpose of conveying

signals, operating data or an energy supply. This equipment is generally electrical but may, in some part, be

mechanical, pneumatic or hydraulic.

2.7."Range of control" refers to an output variable and defines the range over which the system is likely to exercise

control.

2.8."Boundary of functional operation" defines the boundaries of the external physical limits within which the system

is able to maintain control.

3.DOCUMENTATION

3.1.Requirements

The manufacturer shall provide a documentation package which gives access to the basic design of "The System"

and the means by which it is linked to other vehicle systems or by which it directly controls output variables. The

function(s) of "The System" and the safety concept, as laid down by the manufacturer, shall be explained.

Documentation shall be brief, yet provide evidence that the design and development has had the benefit of

expertise from all the system fields which are involved. For periodic technical inspections, the documentation

shall describe how the current operational status of "The System" can be checked.

3.1.1.Documentation shall be made available in two parts:

(a) The formal documentation package for the approval, containing the material listed in paragraph 3. (with the

exception of that of paragraph 3.4.4.) which shall be supplied to the technical service at the time of submission

of the type approval application. This will be taken as the basic reference for the verification process set out in

paragraph 4. of this annex.

(b) Additional material and analysis data of paragraph 3.4.4. which shall be retained by the manufacturer, but

made open for inspection at the time of type approval.

3.2.Description of the functions of "The System" A description shall be provided which gives a simple explanation of

all the control functions of "The System" and the methods employed to achieve the objectives, including a

statement of the mechanism(s) by which control is exercised.

3.2.1. A list of all input and sensed variables shall be provided and the working range of these defined.

3.2.2. A list of all output variables which are controlled by "The System" shall be provided and an indication given, in

each case, of whether the control is direct or via another vehicle system. The range of control (paragraph 2.7.)

exercised on each such variable shall be defined.

3.2.3.Limits defining the boundaries of functional operation (paragraph 2.8.) shall be stated where appropriate to

system performance.

3.3.System layout and schematics

3.3.1.

Inventory of components.

A list shall be provided, collating all the units of "The System" and mentioning the other vehicle systems which

are needed to achieve the control function in question.

An outline schematic showing these units in combination, shall be provided with both the equipment distribution

and the interconnections made clear.

3.3.2.Functions of the units

The function of each unit of "The System" shall be outlined and the signals linking it with other units or with other

vehicle systems shall be shown. This may be provided by a labelled block diagram or other schematic, or by a

description aided by such a diagram.

3.3.3.Interconnections

Interconnections within "The System" shall be shown by a circuit diagram for the electric transmission links, by a

piping diagram for pneumatic or hydraulic transmission equipment and by a simplified diagrammatic layout for

mechanical linkages.

3.3.

4.Signal flow and priorities

There shall be a clear correspondence between these transmission links and the signals carried between Units.

Priorities of signals on multiplexed data paths shall be stated wherever priority may be an issue affecting

performance or safety as far as this Regulation is concerned.

3.3.5.Identification of units

Each unit shall be clearly and unambiguously identifiable (e.g. by marking for hardware and marking or software

output for software content) to provide corresponding hardware and documentation association.

Where functions are combined within a single unit or indeed within a single computer, but shown in multiple

blocks in the block diagram for clarity and ease of explanation, only a single hardware identification marking shall

be used. The manufacturer shall, by the use of this identification, affirm that the equipment supplied conforms to

the corresponding document.

3.3.5.1.The identification defines the hardware and software version and, where the latter changes such as to alter the

function of the Unit as far as this Regulation is concerned, this identification shall also be changed.

3.4.Safety concept of the manufacturer

3.4.1.The manufacturer shall provide a statement which affirms that the strategy chosen to achieve "The System"

objectives will not, under non-fault conditions, prejudice the safe operation of systems which are subject to the

prescriptions of this Regulation.

3.4.2.In respect of software employed in "The System", the outline architecture shall be explained and the design

methods and tools used shall be identified. The manufacturer shall be prepared, if required, to show some

evidence of the means by which they determined the realisation of the system logic, during the design and

development process.

3.4.3.The Manufacturer shall provide the technical authorities with an explanation of the design provisions built into

"The System" so as to generate safe operation under fault conditions. Possible design provisions for failure in

"The System" are for example:

(a) Fall-back to operation using a partial system.

(b) Change-over to a separate back-up system.

In case of a failure, the driver shall be warned for example by warning signal or message display. When the

system is not deactivated by the driver, e.g. by turning the ignition (run) switch to "off", or by switching off that

particular function if a special switch is provided for that purpose, the warning shall be present as long as the

fault condition persists.

3.4.3.1.If the chosen provision selects a partial performance mode of operation under certain fault conditions, then these

conditions shall be stated and the resulting limits of effectiveness defined.

3.4.3.2.If the chosen provision selects a second (back-up) means to realise the vehicle control system objective, the

principles of the change-over mechanism, the logic and level of redundancy and any built in back-up checking

features shall be explained and the resulting limits of back-up effectiveness defined.

3.4.3.3.If the chosen provision selects the removal of the Higher Level Function, all the corresponding output control

signals associated with this function shall be inhibited, and in such a manner as to limit the transition

disturbance.

3.4.4.The documentation shall be supported, by an analysis which shows, in overall terms, how the system will behave

on the occurrence of any one of those specified faults which will have a bearing on vehicle control performance or

safety.

This may be based on a Failure Mode and Effect Analysis (FMEA), a Fault Tree Analysis (FTA) or any similar

process appropriate to system safety considerations.

The chosen analytical approach(es) shall be established and maintained by the Manufacturer and shall be made

open for inspection by the technical service at the time of the type approval.

3.4.4.1.This documentation shall itemize the parameters being monitored and shall set out, for each fault condition of

the type defined in paragraph 3.4.4. of this annex, the warning signal to be given to the driver and/or to

service/technical inspection personnel.

4.VERIFICATION AND TEST

4.1.The functional operation of "The System", as laid out in the documents required in paragraph 3., shall be tested

as follows:

4.1.1.Verification of the function of "The System"

As the means of establishing the normal operational levels, verification of the performance of the vehicle system

under non-fault conditions shall be conducted against the manufacturer's basic benchmark specification unless

this is subject to a specified performance test as part of the approval procedure of this or another Regulation. 4.1.2.Verification of the safety concept of paragraph 3.4.

The reaction of "The System" shall, at the discretion of the type approval authority, be checked under the

influence of a failure in any individual unit by applying corresponding output signals to electrical units or

mechanical elements in order to simulate the effects of internal faults within the unit.

4.1.2.1.The verification results shall correspond with the documented summary of the failure analysis, to a level of

overall effect such that the safety concept and execution are confirmed as being adequate.

欧盟的法律法规及注册的进程(DOC 13)

欧盟的法律法规及注册的进程山东出入境检验检疫局王悦忠一、欧盟注册的历史 1、1994年以前,过去的欧共体对进口和出口的食品由各成员国独立控制。自1980年起,我省的兔肉获得德国、英国、法国等各个成员国的注册,一直出口欧共体；1984年,中国参考欧共体的做法对出口食品厂库实施卫生注册制度,原国家商检局制定的《出口食品厂库最低卫生要求》就是参考原西德的标准制定的；猪肉七十年代曾出口意大利；禽肉91年获得德国、法国、意大利注册,出口至96年8月；肠衣、蜂蜜等传统商品,多年来一直出口欧盟。 2、1994年,欧盟正式全面负责进口食品的控制,成员国仍然负责出口控制。欧盟第一次派出动植物方面的考察组,分成动物和植物两组,对中国的法律法规、组织机构等进行一般性考察,植物组考察了广东,动物组考察了山东、上海,重点是禽病,考察组对中国的印象尚好。1994年12月31日,欧盟发布94/298/EC决议,中国被增补到94/85/EC决议的允许进口鲜禽肉的第三国名单。 3、1995年11月,欧盟第二次派出考察组,对山东、上海禽肉加工企业、禽病实验室、养鸡场等再次考核,认为新城疫和禽流感的控制情况良好,工厂条件良好,基于此次考察,欧盟提出对山东的青岛、临沂、潍坊,上海（崇明岛除外）区域化注册的政策,并通过94/984/EC 决议,上述地区从动物卫生的条件方面符合欧盟的要求,列入允许出口的地区。 4、1996年4月,我国其它省份在欧盟通过山东、上海的条件下,积极申请欧盟注册,纷纷要求国家再次邀请欧盟考察他们省份,欧盟在中方的强烈要求下,第三次考察了吉林、北京、天津、河北、四川等省,在考察过程中,各地根本不了解欧盟的要求,出现严重问题,欧盟当即以中国兽医体系存在严重问题为由,立即取消94/984/EC决议,发布95/456/EC决议,决定自1996年8月1日起,停止中国禽肉进口,从此,中国禽肉陷入低谷,欧盟注册的方向变得越来越复杂,越来越不好把握。 5、1996年-1997年,中国政府为恢复欧盟注册,做出对欧盟答卷（1稿）（2稿）,并做出了诸多承诺。后来还有水产品答卷、禽流感答卷、残留监控答卷、疯牛病答卷等。 6、1997年7月,欧盟对中国的禽肉、肠衣、水产品、兔肉分三个小组第四次进行考察,考察后欧盟发布97/871/EC决议（修订决议为97/467/EC决议）山东的3家兔肉加工厂获得注册,肠衣仍然继续出口欧盟。 7、水产品：欧盟1997年通过97/20/EC决议,决定停止中国的双壳贝类进口至今；1997年,欧盟在暂停中国进口一段时间后,通过97/368/EC决议,决定对中国水产品采取批批检验微生物的严格检验措施；1998年中国有多家水产品加工厂获得欧盟注册；2000年,欧盟通过2000/86/EC决议,取消对中国水产品的严格检查措施；2001年欧盟通过2001/699/EC 措施,决定对中国和越南的虾产品采取严格的检查措施。 8、1998年9月,欧盟第五次派出考察团对中国进行考察,目的是再次检查中国的兽医卫生体系、禽肉、兔肉以及残留控制等,结果发现中国己烯雌酚问题、中国没有残留监控计划问题。 9、1999年3月,国家两部一局邀请欧盟专家在济南举办全国残留监控培训班,介绍欧盟的残留监控计划、指令,帮助中国建立了第一个残留监控计划。

欧盟与产品或产业有关的环保政策及法规

欧盟与产品或产业有关的环保政策及法规编撰单位：驻欧盟兼驻比利时代表处经济组时间：2008/10/03 目录章节页码壹、前言﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒3 貳、策略性及架构性之环保政策或计划ㄧ、永续发展策略﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒5 二、与环保有关的永续发展措施﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒7 三、「永续消费、生产及永续工业政策」行动计划﹒﹒﹒﹒﹒﹒9 四、整合性产品政策﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒ 10 參、与废弃物回收有关之环保法规ㄧ、WEEE指令＆RoHS指令﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒13 二、废电池指令﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒17 三、废弃汽车指令﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒18 四、包装及包装废弃物﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒19 肆、与产品安全符合性有关之环保法规一、REACH规章﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒20 二、新玩具指令﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒27 三、新化妆品指令﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒ 29 四、新建筑规章﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒ 31 五、其它﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒

34 伍、与节能有关的环保法规一、EuP指令﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒ 35 二、能源之星节能标章﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒ 37 三、其它﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒ 38 陸、与国际环保公约有关环保法规一、蒙特娄议定书﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒ 41 二、巴塞尔公约﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒ 43 三、京都议定书﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒ 45 柒、其它（自愿性标章规范）ㄧ、环保标章：﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒51 二、永续性消费及生产套案草案﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒54 捌、欧盟如何因应环保对经济的冲击一、新产业政策﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒57 二、领导市场倡议﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒59 三、降低对中小企业的冲击﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒62 玖、结论﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒﹒63壹拾、附录：拓销欧盟市场之重要经贸信息网站﹒﹒﹒﹒﹒﹒﹒65

欧盟食品安全标准体系概况

欧盟果蔬食品安全标准体系研究摘要：欧盟已经建立了一套比较完善的技术法规和标准体系，该体系以颁布技术法规为主，辅之以技术标准的制定。欧盟制定果蔬食品安全标准的相关机构有欧盟委员会、欧共体理事会和欧洲标准化委员会（CEN）。欧盟果蔬食品安全标准体系包括果蔬食品卫生标准，果蔬食品试验、检验、检疫方法标准，果蔬食品安全控制与管理技术标准，果蔬食品包装标签、标识标准，特定食品产品标准。关键词：欧盟；果蔬；食品安全；法规；标准体系欧盟对食品质量安全控制有着自己的一套较为有效、严密的体系。一方面，欧盟制定了一系列有关食品的法律，涵盖了食品安全方方面面的内容，十分繁杂、详细。欧盟现有25个成员国，每个国家都有本国现行的关于食品安全的法律体系，其中的具体规定是很不相同的。另一方面，欧盟建立了适应市场经济发展的国家技术标准体系下，并达到了完善阶段，在完善的技术标准体系下，标准已深入社会生活的各个层面，为法律法规提供技术支撑，成为市场准入、契约合同维护、贸易仲裁、合格评定、产品检验、质量体系认证等的基本依据。在当今全球化的市场中，欧洲标准已得到了世界的认同。因此，欧盟较完善的法律法规和标准体系使欧盟的食品安全管理取得了较好的效果。 1 欧盟食品安全标准体系及相关机构欧盟食品安全体系涉及食品安全法律法规和食品标准2个方面的内容。欧共体指令是欧共体技术法规的一种主要表现形式。1985年前，欧共体的政策是通过发布欧共体的统一规定（即指令）来协调各国的不同规定，而欧共体指令涉及所有的细节问题，又要得到各成员国的一致同意，所以协调工作进展缓慢。为简化并加快欧洲各国的协调过程，欧共体于1985年发布了《关于技术协调和标准化的新方法》（简称《新方法》），改变了以往的做法，只有涉及产品安全、工作安全、人体健康、消费者权益保护的内容时才制定相关的指令。指令中只写出基本要求，具体要求由技术标准规定，这样，就形成了上层为欧共体指令，下层为包含具体要求内容、厂商可自愿选择的技术标准组成的2层结构的欧共体指令和技术标准体系。该体系有效地消除了欧共体内部市场的贸易障碍，但欧共体同时规定，属于指令范围内的产品必须满足指令的要求才能在欧共体市场销售，达不到要求的产品不许流通。这一规定对欧共体以外的国家，常常增加了贸易障碍。而技术标准则是自愿执行的。上述体系中，与欧共体新方法指令相互联系，依照新方法指令规定的具体要求制定的标准称为协调标准，CEN、CENELEC和ETSI均为协调标准的制定组织。协调标准被给予与其他欧洲标准统一的标准编号。因此，从标准编号等表面特征看，协调标准与欧洲标准中的其他标准没有区别，没有单独列为一类，均为自愿执行的欧洲标准。但协调标准的特殊之处在于，凡是符合协调标准要求的产品可被视为符合欧共体技术法规的基本要求，从而可以在欧共体市场内自由流通。 1.1 欧洲食品安全法律法规的制定机构欧盟委员会和欧共体理事会是欧盟有关食品安全卫生的政府立法构构。其对于食品安全控制方面的职权分得十分明确。欧盟委员会负责起草与制定与食品质量安全相应的法律法规，如有关食品化学污染和残留的32002R221—委员会法规No221/2002；还有食品安全卫生标准，如体现欧盟食品最高

欧盟包装法规

欧盟(欧共体)包装法规 1. 欧盟法规的形式欧盟法规的形式为：规章（Regulations）、指令（Directives）、决定（Decisions）、建议和意见（Recommendations and advice），其中建议和意见没有约束力。本章介绍的法规主要是指令。指令对所有成员国有约束力。指令仅要求成员国达到指令所要求的目标，而实施指令的方式和措施由成员国机构各自作出选择。指令是对成员国发布的。指令通常是由欧洲议会（THE EUROPEAN PARLIAMENT）和欧盟理事会（THE COUNCILOF THE EUROPEAN UNION）根据欧共体条约赋予的职责颁布的。欧盟正在筹划制订宪法，目前欧共体条约相当于欧盟宪法。 2 欧盟指令的内容和特点欧盟指令规定基本要求，是技术性法规。基本要求（essential requirement）基本要求规定了保护公众利益的基本要素；基本要求是强制性的，只有满足基本要求的产品方可投放市场和交付使用；基本要求主要是指产品在生命、环境和国家安全、消费者利益和能源消耗方面的要求。仅就主要技术内容而言，欧盟指令相当于我国的强制性国家标准。所不同的是，欧盟指令涉及税收，规定制造商、供应商、进口商和操作者等的责任，提及消费者的义务等，而我国的强制性国家标准通常不涉及这些内容。出口欧盟商品的包装，应首先了解欧盟针对包装的指令中的基本要求： WTO 成员国之间有关基本要求的技术文件是互相公开的，我国标准中可对应基本要求的术语为：必达要求（exclusive requirement）；基本要求是市场准入的第一道技术门槛，跨越这道门槛才有资格参与市场竞争。 2.1 94/62/EC 包装和包装废弃物指令94/62/EC 是基于环境与生命安全，能源与资源合理利用的要求，对全部的包装和包装材料、包装的管理、设计、生产、流通、使用和消费等所有环节提出相应的要求和应达到的目标。技术内容涉及包装与环境、包装与生命安全、包装与能源和资源的利用。特别应关注的是，基于这些要求和目标，派生出具体的技术措施。另外，具体的实施还有相关的指令、协调标准及合格评定制度。指令94/62/EC 已于1997 年付诸全面实施。但就其中的包装材料的回收率，欧盟某些成员国持有异议，比如对饮料瓶的重复使用或一次性使用的环保性、经济性、可行性和安全性的评估等存在分歧。2004 年2 月11 日欧盟颁布了对94/62/EC 的修正案2004/12/EC，其中规定整体回收率60%，再循环率55%。另外规定具体的再循环率：玻璃60%、纸和纸板60%、金属50%、塑料25%、木材15%。重金属浓度指标未改变。指令94/62/EC 第十一款规定的有害重金属含量最大允许极限为100 mg/kg，其目的在于保护地下水源和土壤。实施范围涵盖全部的包装和包装材料。

欧盟汽车技术法规发展动态

1 车辆防飞溅系统技术指令修订本 2010年3月9日，欧盟委员会发布技术指令2010/19/EU：“为适应在某类机动车辆及其挂车防飞溅系统领域技术进步的目的修订理事会指令91/226/EEC、欧洲议会和理事会指令2007/46/EC的委员会指令”。欧盟此次主要对车辆防飞溅系统（Spray suppression system）技术指令91/226/EEC的附件1到附件3进行修改，有些修改内容直接影响到车辆产品的市场准入，主要体现在如下方面： 1.1 增加轻型车辆的安装内容原技术指令91/226/EEC规定最大质量超过7.5吨的N2类车辆，以及所有N3、O3和O4类车辆必须安装符合指令要求的防飞溅装置。新的技术指令2010/19/EU基本上仍维持这一强制性安装要求，规定最大允许载质量不超过7.5吨的N类、O1类、O2类车辆不强制要求防飞溅系统，但车辆如果安装了这类装置，则一定要满足指令2010/19/EU的要求。新的技术指令2010/19/EU还对N1类车辆和最大允许载质量不超过7.5吨的N2车辆做了特殊规定，规定企业可以选择对这两类车辆采用技术指令78/549/EEC：机动车辆护轮板（该技术指令是专门针对M1类车辆的）中的相关要求。 1.2 针对新的整车框架技术指令2007/46/EC，对车辆防飞溅系统及其安装的型式批准规程做了修改欧盟新的整车型式批准框架技术指令2007/46/EC 将欧盟统一的整车型式批准制度从M1类车辆扩展到其它所有的车辆类型（M2、M3、N、O类），为适应这一新的制度，新的技术指令2010/19/EU对车辆防飞溅系统及其安装的型式批准规程做了许多修改，包括型式批准的申请、颁发；批准证书的格式、内容等。 2 整车型式批准框架技术指令2007/46/EC的修订本欧盟委员会于2010年4月16日发布法规（EC）371/2010，该法规是对2007/46/EC的最新修订本，更新了2007/46/EC中的4个重要附件，即： a) 附件5（欧盟车辆型式批准规程）； b) 附件10（生产一致性规程）； c) 附件15（企业可被指定为技术服务机构的技术指令目录）； d)附件16（企业或技术服务机构可使用虚拟试验方法的技术指令目录）。（EC）371/2010进一步明确描述了欧盟的车辆型式批准程序（如技术服务机构的评价规程、试验报告的格式、生产一致性规程等），同时对企业自行进行试验，和进行虚拟试验在2007/46/EC的基础上做了进一步的扩展和完善。（EC）371/2010的发布和实施，意味着2007/46/EC确立的欧洲联盟新的汽车整车型式批准制度得到进一步的贯彻，并有了新的发展，对汽车产品进入欧盟市场的企业的认证工作有较大影响，这主要体现在如下方面：

欧盟食品安全法规与应对

欧盟最新食品安全法规与应对 -标准化文件发布号：（9456-EUATWK-MWUB-WUNN-INNUL-DDQTY-KII

欧盟最新食品安全法规与应对管恩平欧盟是我国最重要的贸易伙伴，是世界上食品安全管理最为严格的地区之一。近几年来，欧盟不断对其食品安全管理体制进行改革，并出台了大量与食品安全相关的法律法规和标准，成为世界上食品安全体系运作最成功的区域之一。为此做好对欧盟最新食品安全法规的学习培训与应对工作，对于保障我国食品农产品出口贸易的顺利发展具有重要意义。一、欧盟与欧盟法规概括 (一)欧盟扩张与发展自欧共体成立以来，先后经历了8次扩大，成员国从最初的6国发展到目前的28国。从欧共体成立之初，欧共体的成员国数量为法国、联邦德国、意大利、比利时、荷兰和卢森堡等6国。 1973年1月1日，英国、爱尔兰与丹麦加入欧洲三大共同体。1976年1月1日，希腊成为第十个成员国。1986年1月1日，西班牙与葡萄牙加入，使欧共体成员国增至12个。1995年1与1日，瑞典、芬兰与奥地利加入欧盟，欧盟成员国数量扩充到15个。2004年，波兰、捷克、斯洛伐克、匈牙利、爱沙尼亚、拉脱维亚、立陶宛、斯洛维尼亚、马耳他、塞浦路斯等10国加入欧盟。欧盟成员国数量增至25国。2007年1月1日，罗马尼亚和保加利亚正式成为欧盟成员国。欧盟拥有27个成员国。克罗地亚于2013年7月成为欧盟第28个成员国。（二）欧盟组织结构 1、欧洲议会（European Parliament），是欧盟的立法、预算、监督和咨询机构，代表各成员国人民的意愿，议会成员由选民直接选举产生，任期5年。主要权利为：部分立法权；预算决定权，与欧盟委员会一起决定欧盟的年度预算；民主监督权等。 2、欧洲理事会（European Council），最高决策机构，也称为“欧盟首脑会议”、“欧盟高峰会”或“欧洲高峰会”，是由欧盟28个成员国的“国家元首”或“政府首脑”与欧洲理事会主席及欧盟委员会主席共同参加的首脑会议，欧盟外交与安全政策高级代表也参与欧洲理事会活动，主要职责是商定欧盟发展方向的重大问题，它是欧盟事实上的“最高决策机构”，欧洲理事会无立法权。 3、欧盟理事会（Council of the European Union），俗称“欧盟部长理事会”，由欧盟各成员国部长组成，又称"部长理事会"，简称"理事会"（the Council），是欧盟的重要决策机构。欧盟理事会负责日常决策并拥有欧盟立法权。 4、欧盟委员会（European Commission），是欧盟的常设执行机构，也是欧盟唯一有权起草法令的机构（除条约规定的特殊情况外）。根据《里斯本条约》从2014年起，欧盟委员会的委员人数将从29名减至18名。欧委会主席人选由欧洲理事会一致同意提出，经欧洲议会表决批准。欧委会成员由欧洲理事会指定并经委员会主席同意，再经欧洲议会表决并批准授权后才可就职。欧委会的具体工作由总司承担。（1）健康与消费者保护总司（DG SANCO）

REGULATION (EU) No 168-2013欧盟新摩托车法规

REGULATION (EU) No 168/2013 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 15 January 2013 on the approval and market surveillance of two- or three-wheel vehicles and quadricycles (Text with EEA relevance) THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION, Having regard to the Treaty on the Functioning of the European Union, and in particular Article 114 thereof, Having regard to the proposal from the European Commission, After transmission of the draft legislative act to the national Parliaments, Having regard to the opinion of the European Economic and Social Committee ( 1 ), Acting in accordance with the ordinary legislative procedure ( 2 ), Whereas: (1) The internal market comprises an area without internal frontiers in which the free movement of goods, persons, services and capital must be ensured. To that end a comprehensive EC type-approval system for two- or three-wheel vehicles was established by Directive 2002/24/EC of the European Parliament and of the Council ( 3 ) on the type-approval of such vehicles. Those principles should continue to apply for this Regulation and the delegated and implementing acts adopted pursuant to this Regulation. (2) The internal market should be based on transparent, simple and consistent rules which provide legal certainty and clarity from which businesses and consumers alike can benefit. (3) With the aim of simplifying and accelerating the adoption of type-approval legislation, a new regulatory approach has been introduced in EU vehicle type- approval legislation, under which the legislator in the ordinary legislative procedure sets out only the funda -mental rules and principles and delegates the laying down of further technical details to the Commission. With regard to substantive requirements, this Regulation should therefore lay down only fundamental provisions on functional safety and environmental performance, and empower the Commission to lay down the technical specifications. (4) This Regulation should be without prejudice to measures at national or Union level regarding the use of L-category vehicles on the road, such as specific drivers’ licence requirements, limitations of maximum speed or measures regulating access to certain roads. (5) Market surveillance in the automotive sector, and in particular the L-category vehicle sector, should be improved by enhancing the legal provisions governing conformity of production and specifying the obligations of the economic operators in the supply chain. In particular, the role and responsibilities of the authorities in the Member States in charge of type-approval and market surveillance should be clarified, and the requirements relating to the competence, obligations and performance of the technical services that perform tests for vehicle type-approval reinforced. Compliance with the type-approval and conformity-of-production requirements of the legislation governing the automotive sector should remain the key responsibility of the approval authorities, while market surveillance may be a competence shared between different national auth -orities. Effective coordination and monitoring at Union and national levels should be deployed to ensure that approval and market surveillance authorities apply the new measures effectively. (6) The national authorities’ obligations laid down in the market surveillance provisions of this Regulation are more specific than the corresponding provisions of Regu -lation (EC) No 765/2008 of the European Parliament and of the Council of 9 July 2008 setting out the requirements for accreditation and market surveillance relating to the marketing of products ( 4 ). (7) This Regulation should contain substantive requirements for environmental protection and vehicle functional safety. The main elements of the relevant requirements of this Regulation are based on the results of the impact assessment of 4 October 2010 carried out by the Commission analysing different options by listing possible advantages and disadvantages in terms of economic, environmental, safety and societal aspects. Both qualitative and quantitative aspects were included in that analysis. After comparison of the different options the preferred options were identified and chosen to form the basis for this Regulation. ( 1 ) OJ C 84, 17.3.2011, p. 30. ( 2 ) Position of the European Parliament of 20 November 2012 (not yet published in the Official Journal) and decision of the Council of 11 December 2012. ( 3 ) OJ L 124, 9.5.2002, p. 1. ( 4 ) OJ L 218, 13.8.2008, p. 30.

欧盟建筑技术法规简介

欧盟建筑技术法规简介 1 引言欧盟是集政治实体和经济实体于一身、在世界上具有重要影响的区域一体化组织，现拥有28个成员国，各成员国自愿将国家的部分主权移交给欧盟。欧盟的建筑技术法规体系有别于单个国家的建筑技术法规体系。技术法规由欧盟执委会提出，经欧盟理事会和欧洲议会讨论通过后颁布，在各成员国强制实施。技术标准由欧洲标准化组织编制发布后，越来越多的成员国采用其作为本国的国家标准。 2建筑技术法规发展历程欧盟建筑技术法规的发展离不开欧盟技术法规体系的整体发展。自20世纪60 年代起，欧盟在协调技术法规和标准方面开展了大量的工作，始终处于快速的、不断完善的发展过程中。迄今，在欧盟内部已形成较为系统、成熟和协调的，涵盖技术法规、标准与合格评定程序的法规体系。在欧盟技术法规发展过程中，1985年较为关键。该年5月，欧盟颁布实施了《技术协调和标准新方法决议》（简称《新方法决议》）。《新方法决议》要求改变以往欧盟技术法规（条例、指令）内容过繁过细的做法，明确技术法规只规定投放市场的产品必须满足保障健康和安全的基本要求，而产品的具体技术指标由欧洲标准作规定。根据《新方法决议》，欧盟相继出台了20多项新方法指令，其中包括1989年颁布的建设产品指令（CPD）和2002年颁布的建筑能效指令（EPBD）。新方法指令使各成员国的技术法规逐步趋于一致，使各成员国在保证商品自由流通中所必须达到的基本要求的差异减少，从而加快欧盟技术法规的协调进程。为此，各成员国必须用新方法指令取代本国所有可能产生冲突的法律条款。在建筑技术法规方面，2010年，欧盟通过了新的建筑能效指令EPBD (2010/31/EU)，取代原EPBD（2002/91/EC）。2011年，欧盟颁布了建设产品条例（CPR），于2013年7月1日起全面强制实施，取代实行多年的建设产品指令（CPD）。比较而言，CPR的基本概念更加清晰；市场经济运作者的权利和责任更加明确；遵从法规程序更加简化，减轻了企业，尤其是中小企业的经济负担；

欧盟法规178-2002

欧盟法规178/2002（EC 28 January 2002）摘要此法规又称“一般食品法律”（GENERAL FOOD LA W） -自2005年1月1日起此法规成为适用于食品法律所有领域的一般性要求而全面实施，并且适用于各成员国。 -对等此法规，我国的同等法规包括：《中华人民共和国食品卫生法》《中华人民共和国农产品质量安全法》《出口食品生产企业卫生注册登记管理规定》（总局2002年第20号令）《进出境水产品检验检疫管理办法》（总局令2002年第31号）《国务院关于加强食品等产品安全监督管理的特别规定》（国务院令第503号，2007年7月26日）此法规主要描述： - 制定食品法律的总体原则和要求：包括建立欧盟共同的原则和责任，建立提供强大科学支撑的手段、建立有效的组织安排和程序来控制食品和饲料安全 - 建立欧洲食品安全局 - 制定处理直接或间接影响食品和饲料安全事件的的程序本法规文章构架：本法规以章节（CHAPTER），章节下为：单元节(SECTION) 来规划。而条款（ARTICLE）: 则穿插在各个章节和单元节里，按顺序往下排列。总计包括五大章节和此法规制定基本原则（66个要点，位于法规的前面）；这五章包括：第一章：法规的范围和定义、第二章：基本食品法、第三章：建立食品安全局：第四章:建立欧盟内的快速预警系统，应急管理、第五章：程序和最后条款涉及我们需要了解的主要如下：第一章：法规的范围和定义相应的定义如：食品（其界定了食品和非食品）；食品经营者；风险；风险分析；风险评估，风险管理；风险沟通；危害；可追溯性；初级生产等对我们理解欧盟法规的要求很重要。第二章：基本食品法包括四个部分：制定法规的总原则（第一部分）；法律的透明度原则（第二部分）；食品贸易的基本义务(第三部分) ；食品法律的基本要求（第四部分）需要我们了解的包括：第三部分：食品贸易基本义务第11条规定：输入共同体的食品和饲料

欧盟食品安全法规介绍 (1)

欧盟食品安全法规介绍欧盟食品法规的主要框架包括“一个路线图，七部法规”。“一个路线图”指食品安全白皮书；“七部法规”是指在食品安全白皮书公布后制定的有关欧盟食品基本法、食品卫生法以及食品卫生的官方控制等一系列相关法规。 1.食品安全白皮书欧盟食品安全白皮书长达52页，包括执行摘要和9章的内容，用116项条款对食品安全问题进行了详细阐述，制订了一套连贯和透明的法规，提高了欧盟食品安全科学咨询体系的能力。白皮书提出了一项根本改革，就是食品法以控制从“农田到餐桌”全过程为基础，包括普通动物饲养、动物健康与保健、污染物和农药残留、新型食品、添加剂、香精、包装、辐射、饲料生产、农场主和食品生产者的责任，以及各种农田控制措施等。同时，它要求各成员国机构加强工作，保证措施能可靠、合适地执行。欧盟食品安全白皮书英文版欧盟食品安全白皮书中文版 2.食品安全基本法(EC)178／2002号条例 178／2002号法规是2002年1月28日颁布的，主要拟订了食品法规的一般原则和要求、建立EFSA和拟订食品安全事务的程序，是欧盟的又一个重要法规。178／2002号法令包含5章65项条款。范围和定义部分主要阐述法令的目标和范围，界定食品、食品法律、食品商业、饲料、风险、风险分析等20 多个概念。一般食品法律部分主要规定食品法律的一般原则、透明原则、食品贸易的一般原则、食品法律的一般要求等。欧洲食品局(EFSA)部分详述EFSA 的任务和使命、组织机构、操作规程；EFSA的独立性、透明性、保密性和交流性；EFSA财政条款；EFSA其他条款等方面。EFSA由管理委员会、行政主任、咨询论坛、科学委员会和8个专门科学小组组成。快速预警系统、危机管理和紧急事件部分主要阐述了快速预警系统的建立和实施、紧急事件处理方式和危机管理程序。程序和最终条款主要规定委员会的职责、调节程序及一些补充条款。

欧盟技术法规体系及其对我国的启示与对策研究_毕克新

０引言在ＷＴＯ机制下，国际贸易中的关税壁垒和配额限制得到了有效的遏制，技术性贸易壁垒则成为了国际贸易保护主义最后的庇护所。技术法规是技术性贸易壁垒的主要表现形式之一。根据《技术性贸易壁垒协议》（ＡｇｒｅｅｍｅｎｔｏｎＴｅｃｈｎｉｃａｌＢａｒｒｉｅｒｓｔｏＴｒａｄｅ，ＷＴＯ／ＴＢＴ协议），技术法规是指规定产品特性或与其有关的工艺和生产方法，包括应适用的管理规定并强制要求与其符合的文件。当它们适用于一产品、工艺或生产方法时，技术法规也可包括或仅仅涉及术语、符号、包装、标记或标签要求。技术法规以其具有的表面合理性、法定强制性和科学技术性等特点成为了国家及地区之间进行贸易对抗的最有力武器。世界各国和区域组织都十分重视本国和区域技术法规体系的建立和完善，特别是欧盟凭借经济、技术和法制建设的雄厚基础，形成了一套比较完备且行之有效的技术法规体系和运作机制。因此，对欧盟技术法规体系进行深入研究，无论是对于欧盟技术法规体系的全面深入了解，还是对于我国国内技术法规体系的准确定位和建议都是大有裨益的。１欧盟技术法规体系欧盟是最早开始建设技术法规体系的区域组织，并且建设始终处在一个快速的、不断发展和完善的过程之中。迄今为止，已经形成了较为系统和成熟、统一的技术法规体系，成为了欧盟统一大市场运作机制的重要组成部分。１．１欧盟技术法规的法律基础、立法机构和基本框架１．１．１欧盟技术法规的法律基础欧盟技术法规的法律基础是欧盟的基础条约及后续条约。属于这一范畴的最基本条约有创建欧共体的三个基本条约：《欧洲煤钢共同体条约》、《欧洲经济共同体条约》和《欧洲原子能共同体条约》以及建立欧洲联盟的《欧洲联盟条约》。这４个条约是欧共体和欧盟一切法律制定的基础。其他基础条约还有《关于欧洲共同体共同机构的公约》、《机构合并条约》、《财政预算条约》、《单一欧洲法令》等，基础性条约的后续条约主要有《阿姆斯特丹条约》等。另外，《单一欧洲法令》中有许多技术法规方面的条款，这些条款也是欧盟技术法规的重要法律基础［１］。１．１．２欧盟技术法规的立法机构欧盟技术法规的立法与制定机构是欧盟理事会、欧盟委员会和欧洲议会，他们在各自的职权范围内参与欧盟技术法规的立法过程。第一，欧盟理事会是欧盟的主要决策机构和立法机构，其首要任务就是依据欧盟委员会提交的欧盟技术法规体系及其对我国的启示与对策研究毕克新１，２，王晓红２，１（１．哈尔滨工程大学经济管理学院，哈尔滨１５０００１；２．哈尔滨理工大学经济管理学院，哈尔滨１５００８０）摘要：研究了欧盟技术法规体系的法律基础、立法机构、基本框架，并对欧盟技术法规新的主要形式即新方法指令进行了深入分析，进而总结了欧盟技术法规体系的特点。在此基础上，探讨了欧盟技术法规体系特点对于建立健全我国技术法规体系的启示，提出了完善我国技术法规体系的对策建议。关键词：技术性贸易壁垒；欧盟技术法规体系；新方法指令；启示与对策中图分类号：Ｄ９２２．１７（５）文献标识码：Ａ文章编号：１００２－０２４１（２００７）１１－００１４－０６收稿日期：２００７－０９－２７基金项目：国家社会科学基金资助项目（０５ＢＪＹ０２０）；国家软科学研究计划项目（２００２ＤＧＺ００００２０）；黑龙江省研究生创新科研资金项目（ＹＪＳＣＸ２００５－２２８ＨＬＪ）第一作者简介：毕克新（１９６１－），男，黑龙江哈尔滨人，哈尔滨工程大学经济管理学院，哈尔滨理工大学经济管理学院教授，博士生导师，研究方向：技术创新与管理。

欧盟环保指令汇总

欧盟为何要颁布相关环保指令？ (一)是设立技术壁垒，提高产品准入门槛， (二)是加强环境保护，确保可持续发展。欧盟环保指令汇总 ①.RoHS指令欧盟《关于在电子电气设备中限制使用某些有害物质的第2002/95/EC号指令》要求从2006年7 月1 日起，各成员国应确保在投放于市场的电子和电气设备中限制使用铅、汞、镉、六价铬、多溴联苯和多溴二苯醚六种有害物质。RoHS中对六种有害物规定的上限浓度：镉(Cd)：≤100ppm 铅(Pb)：≤1000ppm 汞(Hg)：≤1000ppm 六价铬(Cr6+)：≤1000ppm 多溴联苯(PBBs)：≤1000ppm 多溴联笨醚(PBDEs)：≤1000ppm ②.2005/69/EC指令（填充油和轮胎中PAHs多环芳烃限制）从2010年1月1日起规定直接投放市场的添加油或用于制造轮胎的添油应符合以下技术参数：苯并吡（BaP）含量不得超过1mg/kg，同时16种PAH的总含量应低于10mg/kg。 16P如下： 1 Naphthalene 萘 2 Acenaphthylene 苊烯 3 Acenaphthene苊(è) 4 Fluorene芴(wù) 5 Phenanthrene 菲 6 Anthracene 蒽(ēn) 7 Fluoranthene 荧蒽 8 Pyrene芘(pí) 9 Benzo(a)anthracene 苯并（a）蒽 10 Chrysene 屈 11 Benzo(b)fluoranthene 苯并（b）荧蒽 12 Benzo(k)fluoranthene 苯并(k)荧蒽 13 Benzo(a)pyrene 苯并（a）芘 14 Indeno(1,2,3-cd)pyrene 茚苯（1,2,3-cd）芘 15 Dibenzo(a,h)anthracene 二苯并（a, n）蒽 16 Benzo(g,hi)perylene 苯并（ghi）北（二萘嵌苯） ③、2005/84/EC号指令欧盟第2005/84/EC号指令要求（从2007年1月16日起生效）所有玩具或儿童护理用品的塑料所含的DEHP、DBP、及BBP浓度超过0.1%的不得在欧盟市场出售；对可放进口中的玩具及儿童护理塑料中所含的另三种邻苯二甲酸盐（DINP、DIDP及DNOP）进行限制，浓度不得超过0.1%。（1000PPM） ④.玩具EN71-3:1994 +A1:2000 EN71-3标准规定了玩具中八种可溶性金属（Cd、Pb、Hg、Cr、Ba、Se、As、Sb）的溶出量限制。EN71-3八大

文档之家

ECE-R79 欧盟法规Steering Systems 转向系统

欧盟的法律法规及注册的进程(DOC 13)

欧盟与产品或产业有关的环保政策及法规

欧盟食品安全标准体系概况

欧盟包装法规

欧盟汽车技术法规发展动态

欧盟食品安全法规与应对

最新欧盟REACH法规SVHC清单(截止2020.6.8共22批205项)

REGULATION (EU) No 168-2013欧盟新摩托车法规

欧盟建筑技术法规简介

欧盟法规178-2002

欧盟食品安全法规介绍 (1)

欧盟技术法规体系及其对我国的启示与对策研究_毕克新

欧盟环保指令汇总