ISO 5101:2026

International
Standard
ISO 5101
First edition
Road vehicles — Field load
2026-01
specification for brake actuation
and modulation systems
Véhicules routiers — Spécification de la charge pour les systèmes
d'actionnement et de modulation des freins
Reference number
© ISO 2026
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ii
Contents Page
Foreword .v
Introduction .vi
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 General . 4
5 Percentiles of field coverage . 5
6 Base assumptions and boundary conditions . 6
6.1 General .6
6.2 Lifetime specifications .6
6.2.1 Vehicle lifetime .6
6.2.2 Standstill events, slopes and durations .6
6.2.3 Standstill duration distribution .7
6.2.4 Brake duration distribution .7
6.2.5 Distribution of lateral acceleration .8
6.2.6 Vehicle speed at the beginning of braking events .8
6.3 Number of brake operations .9
6.4 Temperature distributions .11
6.4.1 Global environmental temperature distribution T .11
env
6.4.2 Temperature distribution at mounting location T . 12
mount
6.5 Brake pedal application profile .17
6.5.1 Parameters for brake pedal apply and release time .17
6.5.2 Modulation of deceleration during braking events .18
7 Braking system usage . 19
7.1 Base brake function (BBF) .19
7.2 Base brake function for vehicles with regenerative braking (BBF with recuperation) .19
7.2.1 General .19
7.2.2 Phases of generator involvement in a braking event .19
7.2.3 Classification of braking events . 20
7.2.4 Calculation method .24
7.3 Dynamic stability functions . 28
7.3.1 Electronic brake force distribution (EBD) . 28
7.3.2 Antilock braking system (ABS) . 28
7.3.3 Traction control (TCS). 30
7.3.4 Electronic stability control (ESC) . 34
7.3.5 Trailer sway control (TSC) . 38
7.3.6 Roll-over mitigation functions (ROM) . 38
7.4 Brake torque optimizing functions . 39
7.4.1 Brake booster support functions (BBS) . 39
7.4.2 Hydraulic brake assist (HBA) . 50
7.4.3 Hydraulic rear-brake boost (HRB) . 50
7.4.4 Fading support (FS) .51
7.4.5 Brake preconditioning (BP) .52
7.5 Assistance functions . 54
7.5.1 Standstill management (SSM) . 54
7.5.2 Hill descent control (HDC) .59
7.5.3 Adaptive cruise control (ACC) . 60
7.5.4 Parking assist (PA). 65
8 Substitution methods .68
8.1 Dependent functions . 68
8.1.1 Substitution of ABS functions . 68
8.1.2 Substitution of SSM functions . 69

iii
8.1.3 Substitution of fading support manoeuvres .71
8.1.4 Substitution of brake disc wiping manoeuvres .71
8.1.5 Substitution of base brake functions .71
8.1.6 Substitution of hill descent control manoeuvres .71
Bibliography .72

iv
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out through
ISO technical committees. Each member body interested in a subject for which a technical committee
has been established has the right to be represented on that committee. International organizations,
governmental and non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely
with the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are described
in the ISO/IEC Directives, Part 1. In particular, the different approval criteria needed for the different types
of ISO document should be noted. This document was drafted in accordance with the editorial rules of the
ISO/IEC Directives, Part 2 (see www.iso.org/directives).
ISO draws attention to the possibility that the implementation of this document may involve the use of (a)
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rights in respect thereof. As of the date of publication of this document, ISO had not received notice of (a)
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This document was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 33, Vehicle
dynamics, chassis components and driving automation systems testing.
This first edition cancels and replaces the first edition of ISO/PAS 5101:2021, which has been technically
revised.
The main changes are as follows:
— introduction of methodology to structure and calculate the contribution of regenerative braking;
— addition of temperature distributions for electric vehicles;
— extension of base assumptions by further parameters.
Any feedback or questions on this document should be directed to the user’s national standards body. A
complete listing of these bodies can be found at www.iso.org/members.html.

v
Introduction
Vehicle development programs tend to grow in complexity and integration of the braking system with
chassis dynamics and mechatronics, demanding more robust and comprehensive evaluation programs. Also,
to remain competitive, braking systems and their components’ functionality and application across multiple
vehicle architectures and platforms are increased.
The proper selection and adaptation of field load spectra and profiles to the specific program ensure
functionality, reliability and braking system availability. This document defines a library of field load
schedules to help developing simulation and testing programs tailored to the vehicle or system specification
and requirements. Specific cycles and load collectives including the main functions associated with everyday
driving and operation and exceptional load cases are described to ensure safe braking behaviour. This
document's field load was typically derived from analysing field data collected from more than 1 million
vehicles having driven more than 70 000 000 000 km. Several vehicle and brake system suppliers from
vehicles used in different regions worldwide contributed to this field data collection. In addition, data from
driving studies with specific measurement equipment was used. Wherever the data available from field
or studies was not sufficient, existing specifications or expert judgement served to derive conservative
assumptions.
This document provides field loads independent of the vehicle technology, vehicle specification, intended
use and field usage. It remains the manufacturer's responsibility to include and adapt the field loads to the
specific vehicle configuration. The adaptation at least:
— defines sampling and testing plans, including vehicle configuration(s), road conditions selection of the
specific profiles and load spectra of this document;
— defines level of evaluation and integration of simulation, Hardware-in-the-Loop, physical testing
methods, along with other components and software functions part of the testing program;
— agrees on performance and reliability criteria (including statistical tools and metrics);
— reflects specific system architectures and control technologies for the unit(s) under testing.

vi
International Standard ISO 5101:2026(en)
Road vehicles — Field load specification for brake actuation
and modulation systems
1 Scope
This document specifies expected field loads for functions provided by the braking system actuator and
modulator and applies to passenger cars and light commercial vehicles (classes M1 and N1, according to
UNECE).
Functions addressed in this document are:
— dynamic stability functions (e.g. electronic stability control);
— brake torque optimizing functions (e.g. electronic brake force distribution);
— brake assistance functions (e.g. hill start assist).
This document only covers functions where data of appropriate maturity are available. There are additional
functions of a braking system, which are not covered by this document.
By describing the expected field loads, this document specifies representative manoeuvres and occurrences
for different functions. These serve as an orientation for the derivation of test procedures.
This document applies to vehicles up to conditional automation (SAE J 3016 level 3).
NOTE Field loads for automation levels above level 3 are under consideration for future editions.
2 Normative references
There are no normative references in this document.
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https:// www .iso .org/ obp
— IEC Electropedia: available at https:// www .electropedia .org/
3.1
blending
applying the driver-requested torque by combining the available regenerative brake torque and friction
torque
3.2
brake booster
part of the actuation unit, excluding master cylinder, in systems with separate actuator and modulator
Note 1 to entry: A brake booster is not part of braking systems with integrated actuator and modulator (see Figure 2).

3.3
brake friction coefficient
ratio between the tangential force and the normal force, acting between linings and drum or disc
[SOURCE: ISO 611:2003, 9.19.1, modified — The symbols and formula were removed, the original term was
"coefficient of friction".]
3.4
coefficient of adhesion
µ
ratio between the tangential force transmitted to the road by a tyre and the normal force
[SOURCE: ISO 611:2003, 9.19.2, modified — "k" was changed to "µ", the symbols, formula and note were
removed.]
3.5
complete vehicle kerb mass
complete vehicle shipping mass plus the mass of the following elements:
— lubricants,
— coolant (if needed),
— washer fluid,
— fuel (tank filled to at least 90 % of the capacity specified by the manufacturer),
— spare wheel(s),
— fire extinguisher(s),
— standard spare parts,
— chocks,
— standard tool-kit
[SOURCE: ISO 1176:1990, 4.6]
3.6
fading
decrease of braking torque as a function of temperature or vehicle speed at constant application force
Note 1 to entry: Amongst others, the decrease of the friction by the temperature is the most important effect.
[SOURCE: ISO 611:2003, 7.1.7, modified — The original term was "brake fade", the word “vehicle” and Note 1
to entry were added, and the examples were removed.]
3.7
fully active brake operation
deceleration intended by the driver and automatically initiated and operated by the braking system
3.8
function control time
amount of time the function is controlling the braking force
Note 1 to entry: The function control time does not include the brake apply-, release-, hold- or modulation-duration in
case of partially active brake operation (3.14).
3.9
manoeuvre duration
duration the braking system is controlling the braking force
Note 1 to entry: See Figure 1.

Note 2 to entry: For some functions, the function control time (3.8) is identical to the manoeuvre duration, e.g. ACC.
Key
p brake pressure [kPa]
t elapsed time [s]
NOTE 1 In this example the function control time (3.8) is shorter than the manoeuvre duration.
NOTE 2 The braking force is visualized as brake pressure.
Figure 1 — Example for manoeuvre duration including ABS
3.10
maximum design pay mass
figure obtained by subtracting the complete vehicle kerb mass (3.5) from the maximum design total mass
(3.11), with mass of driver excluded
[SOURCE: ISO 1176:1990, 4.9]
3.11
maximum design total mass
maximum vehicle mass as defined by the vehicle manufacturer
[SOURCE: ISO 1176:1990, 4.7, modified — "This mass may be greater than the maximum total mass
authorized by national administrations” was removed.]
3.12
mean steer angle
average of the left- and right-hand steer angles on the same axis
Note 1 to entry: Rear-wheel steering is not considered in this document.
[SOURCE: ISO 8855:2011, 7.1.3, modified — The variable δ and accepted term "mean road wheel steer
m
angle" were removed, "axle" was replaced by "axis" and Note 1 to entry was added.]
3.13
nominal runout pressure
lowest master cylinder pressure where maximum support from the actuator is reached in quasi-static
operation
Note 1 to entry: Only applies to separated actuator and modulator.
Note 2 to entry: For vacuum-based actuation systems, the nominal runout pressure refers to sea level.
Note 3 to entry: Above this pressure, only the unsupported pressure increase is possible.

3.14
partially active brake operation
deceleration initiated by the driver and supported by the modulation of the wheel brake pressure
3.15
regenerative capacity
maximum available regenerative brake torque at a certain point in time
3.16
standstill
stopping situation during a trip (3.17) in which the vehicle is not moving
EXAMPLE Stopping at traffic lights or in heavy traffic situations.
Note 1 to entry: Standstill does not include parking situations.
3.17
trip
drive event starting with driving off and ending with parking the vehicle
Note 1 to entry: A trip does not include wake up cycles of the brake system while parking.
3.18
typically laden
complete vehicle kerb mass (3.5) plus 50 % of the maximum design pay mass (3.10) or plus 200 kg, whichever
is higher
4 General
This document describes use cases represented by manoeuvres and their occurrences for various functions
of the braking system to describe the expected field loads for a braking system. Unless otherwise specified,
these manoeuvres and occurrences are derived from empirical values and collected field data.
The manoeuvres and occurrences described in this document serve as an orientation to develop test
procedures. The specific braking system and vehicle configuration should be considered to determine the
applicability of the generalized field loads detailed in this document.
Figure 2 depicts the components of the braking system addressed in this document.

Figure 2 — Components of the braking system
5 Percentiles of field coverage
The braking system supports multiple vehicle dynamics functions. The probability of high usage of all
functions in an individual vehicle is much lower than the probability of high usage of only one single function
th
in an individual vehicle. A specification aiming to cover the 100 percentile vehicle for every individual
function would lead to an over-specification.
The field load for the base brake function, electronic brake force distribution (EBD), antilock braking
th
system (ABS) and adaptive cruise control (ACC) aims to describe the 99 percentile vehicle usage. All other
th
functions described in Clause 7 cover the 95 percentile vehicle usage for each function. However, it is
unlikely that all functions – given the multitude of functions – are used up to the specification limit in one
individual vehicle. This approach leads to a field coverage significantly above 99 %.
th
NOTE 1 The base brake function, EBD, ABS and ACC are specified to cover the 99 percentile vehicle usage because
products only providing this set of functions exist and therefore, the combination effect is weak. ACC is specified to
th
cover the 99 percentile because it is an automation of the standard braking function.
Figure 3 illustrates an example of the usage of an individual function.

Key
σ load or stress level with consistent engineering units
P probability density
a th
99 percentile.
Figure 3 — Schematic example of the probability density function P for the load σ
NOTE 2 Few vehicles experience a very low load; few vehicles experience a very high load; most vehicles experience
a medium level of load.
NOTE 3 Typically, braking system components can endure loads above their specification. Furthermore, the load a
component experiences is typically lower than the load described.
6 Base assumptions and boundary conditions
6.1 General
This clause defines the assumptions for the vehicle lifetime and braking system lifetime. These assumptions
serve as the baseline for the manoeuvres and occurrences of the functions described in Clause 7.
NOTE Clause 7 describes the field load for braking system functions but not for wearing parts such as brake pads
and brake discs.
6.2 Lifetime specifications
6.2.1 Vehicle lifetime
The field loads described in this document correspond to a vehicle lifetime of either 300 000 km or 8 000 h
of trip duration or 15 years, whichever occurs first.
The expected amount of trips is up to 50 000 over a vehicle lifetime.
6.2.2 Standstill events, slopes and durations
The expected amount of brake operations that lead to a standstill is 480 000 over a vehicle lifetime. Table 1
shows the distribution of slopes at the standstill events. The values shown include uphill and downhill slopes
th
and cover the 99 percentile. An even distribution between up- and downhill situations is assumed.

Table 1 — Distribution of standstill events versus slope
Slope at a standstill Probability
[%] [%]
>30 - 50 0,006
>20 - 30 0,194
>15 - 20 0,8
>10 - 15 2
>5 - 10 9
≤5 88
6.2.3 Standstill duration distribution
In total 480 000 standstill events are defined over vehicle lifetime. Table 2 shows the distribution of their
duration. The durations are independent of any active function during a trip. The distribution covers the
th
99 percentile usage.
NOTE The parking times between two trips are not considered.
Table 2 — Distribution of standstill duration
Standstill duration
Frequency
[s]
0 - 2 126 000
2 - 10 162 000
10 - 30 100 000
30 - 60 47 000
60 - 180 34 000
180 - 900 9 000
>900 2 000
Sum 480 000
6.2.4 Brake duration distribution
Table 3 shows values of the brake duration distribution of an average driver while the vehicle is in motion
and at a standstill.
Table 3 — Distribution of brake duration while vehicle in motion and at a standstill
Brake duration Percentage per class
[s] [%]
0 - 2 57
2 - 5 25
5 - 10 9
10 - 60 8
>60 1
Sum 100
Table 4 shows values of the brake duration distribution of an average driver while the vehicle is in motion.

Table 4 — Distribution of brake duration while vehicle in motion
Brake duration while driving Mean brake duration Percentage per class
[s] [s] [%]
0 - 2 1,5 47
>2 - 3 2,6 16
>3 - 5 4,0 14
>5 - 10 6,2 16
>10 14,5 7
NOTE 1  The expected total brake duration over vehicle lifetime of an average driver is 640 h.
NOTE 2  The expected total amount of brake operations while driving over vehicle lifetime of an average driver is 625 000.
6.2.5 Distribution of lateral acceleration
The expected total time spent in the lateral acceleration class over vehicle lifetime is shown in Table 5. The
th
data represents the 95 percentile vehicle for each class.
Table 5 — Distribution of lateral acceleration
Total time spent in the lateral acceleration class over
Lateral acceleration
vehicle lifetime
[m/s ]
[s]
>8,0 50
>5,0 - 8,0 7 100
>3,0 - 5,0 200 000
>2,0 - 3,0 525 000
>1,0 - 2,0 1 550 000
NOTE 1  Lateral acceleration below 1,0 m/s has little relevance for the specification of brake system functions and is therefore
omitted.
NOTE 2  The table shows absolute values of lateral acceleration for the sake of simplicity a symmetrical distribution between
left- and right-hand turns can be assumed.
6.2.6 Vehicle speed at the beginning of braking events
The distribution of the vehicle speed at the beginning of braking events, using the average of the field data,
is shown in Table 6.
Table 6 — Distribution of vehicle speed at the beginning of braking events
Velocity Probability Cumulated probability
[km/h] [%] [%]
>0 - 5 9 9
>5 - 10 12 21
>10 – 20 15 36
>20 – 30 12 48
>30 – 40 12 60
>40 – 50 10 70
>50 – 60 8 78
>60 – 70 7 85
>70 – 80 4 89
>80 – 90 2 91
NOTE  The distribution covers all braking events during forward and backward driving.

TTaabblle 6 e 6 ((ccoonnttiinnueuedd))
Velocity Probability Cumulated probability
[km/h] [%] [%]
>90 – 100 2 93
>100 – 110 2 95
>110 5 100
NOTE  The distribution covers all braking events during forward and backward driving.
6.3 Number of brake operations
th
Over a vehicle lifetime, the 99 percentile of brake operations corresponds to 2,2 million brake operations.
Of these 2,2 million brake operations, 600 000 events take place during standstill.
The frequency of brake operations during standstill represents brake operations that begin and end during
vehicle standstill.
Table 7 shows the number of brake operations in deceleration classes of 0,05 g.
The frequencies shown in Table 7 include the base brake function and all functions intended to decelerate or
hold the vehicle.
This document assumes 10 000 kPa is equivalent to 1,0 g for a typically laden vehicle. In case vehicle-specific
data for the expected loading conditions is available, that should be used instead of the typically laden
conditions defined in this document.
Table 7 — Distribution of brake operations versus deceleration and brake pedal force
Brake pedal
Frequency
Deceleration Frequency per class while Frequency
force
per class during
a
[g] driving per class
standstill
[N]
0,00 ≤ x ≤ 0,05 20 205 033 84 569 289 602
0,05 < x ≤ 0,10 20 639 927 243 706 883 633
0,10 < x ≤ 0,15 29 404 300 115 070 519 370
0,15 < x ≤ 0,20 38 200 177 56 182 256 359
0,20 < x ≤ 0,25 48 84 266 25 350 109 616
0,25 < x ≤ 0,30 57 35 147 16 912 52 059
0,30 < x ≤ 0,35 67 14 463 12 771 27 234
0,35 < x ≤,0,40 77 7 168 9 810 16 978
0,40 < x ≤ 0,45 86 3 893 7 793 11 686
0,45 < x ≤ 0,50 96 2 144 5 892 8 036
0,50 < x ≤ 0,55 105 1 252 4 585 5 837
0,55 < x ≤ 0,60 115 745 3 474 4 219
0,60 < x ≤ 0,65 124 466 2 718 3 184
0,65 < x ≤ 0,70 134 332 2 218 2 550
0,70 < x ≤ 0,75 143 198 1 613 1 811
0,75 < x ≤ 0,80 153 91 1 067 1 158
0,80 < x ≤ 0,85 163 77 995 1 072
0,85 < x ≤ 0,90 172 63 917 980
0,90 < x ≤ 0,95 182 52 831 883
0,95 < x ≤ 1,00 191 41 739 780
1,00 < x ≤ 1,05 201 32 640 672
a
Including brake operations leading to a vehicle standstill.

TTaabblle 7 e 7 ((ccoonnttiinnueuedd))
Brake pedal
Frequency
Deceleration Frequency per class while Frequency
force
per class during
a
[g] driving per class
standstill
[N]
1,05 < x ≤ 1,10 210 25 534 559
1,10 < x ≤ 1,15 220 19 421 440
1,15 < x ≤ 1,20 230 14 301 315
1,20 < x ≤ 1,25 239 10 175 185
1,25 < x ≤ 1,30 249 9 105 114
> 1,30 > 250 56 612 668
1 600 000 600 000 2 200 000
a
Including brake operations leading to a vehicle standstill.
NOTE 1 Table 7 shows data over a vehicle lifetime according to 6.2.1.
NOTE 2 Brake pedal forces are derived from the deceleration to brake pedal force characteristic of vehicles which
delivered the corresponding field data.
NOTE 3 Brake pedal forces values are used for brake pedal applies during standstill, deceleration values for brake
pedal applies during driving.
NOTE 4 For vehicle configurations differing from those assumptions, the relation between brake pressure and
deceleration is determined individually.
Figure 4 illustrates the corresponding cumulative distributions from Table 7.

Key
X cumulative number of load cycles in counts
g deceleration level in g
1 total cumulative brake operations
2 cumulative brake operations while driving
3 cumulative brake operations during standstill
Figure 4 — Cumulative distribution per class
6.4 Temperature distributions
6.4.1 Global environmental temperature distribution T
env
This document considers the following temperatures to define the probability for Table 8:
— for the coldest locations with 1 % of population at -40 °C, -30 °C and -20 °C;
— for the hottest locations with 1 % of population at 30 °C, 40 °C and 50 °C;
— for the rest of the population at -10 °C, 0 °C, 10 °C and 20 °C;
— weighting according to human population density;
— cities with less than 1 000 inhabitants are not considered;
— extreme temperature events, which do not occur regularly within 10 years, are not covered.

Table 8 — Distribution of environmental temperature
T Probability
env
[°C] [%]
‒40 0,5
‒30 2
‒20 5
‒10 5
0 7,5
10 15
20 25
30 25
40 14
50 1
Sum 100
6.4.2 Temperature distribution at mounting location T
mount
6.4.2.1 General
The temperature at mounting location T reflects the superposition of the environmental temperature
mount
T outside the vehicle with the temperature increase ΔT at the mounting location in a motor or engine
env
compartment during vehicle operation.
Use Formula (1) to determine the temperature distribution at the mounting location.
T = T + ΔT (1)
mount env
where
T is the temperature at the mounting location of the brake actuation and modulation systems;
mount
T is the distribution of worldwide environmental temperature outside the vehicle (vehicle
env
independent, see 6.4.1);
ΔT is the temperature increase by vehicle usage at mounting location (vehicle dependent, typical
vehicle resulting distribution for T given in Clause 6).
At environmental temperatures of -40 °C, no increase of T by vehicle usage is assumed due to the
mount
airflow's high cooling capability.
6.4.2.2 Temperature distribution for vehicles with internal combustion engine
6.4.2.2.1 Distribution of temperature at mounting location
Table 9 provides the estimated probability distribution as a function of the temperature at the mounting
location T .
mount
Moderate and high environmental temperatures lead to a ΔT of up to 55 K.
Specific temperature effects may be considered when the brake system components directly interact (have
thermal conductivity) through a mechanical connection.
EXAMPLE Direct cooling effect by the connection of an actuator to the passenger compartment.

Table 9 — Distribution of temperature at the mounting location
T Probability
mount
[°C] [%]
‒40 0,5
‒20 2,5
20 28
60 40
80 26
105 3
Sum 100
The entire temperature sequence should be repeated.
NOTE Repetition of the entire temperature sequence avoids over-simplification.
6.4.2.2.2 Exceptional high temperatures at the mounting location
Higher ΔT can occur as a combination of exceptional events and devices' proximity with significantly
increased temperatures.
EXAMPLE Stopover after long steep uphill driving at low speed with fully laden trailer and vehicle.
NOTE 1 This occurs only in rare vehicle configurations.
To also cover such exceptional situations, Figure 5 shows representative manoeuvres, including 120 °C.
Phase 1 defines the starting condition. The braking system is heated thoroughly until 105 °C to ensure all
system components start with this initial temperature.
Phase 2 represents the heat-up phase. During this time, with a minimum of 300 s, T shall increase to
mount
120 °C with a constant temperature gradient.
Phase 3 represents the application and cool-down phase. During this time frame of at least 600 s, apply
10 actuations at 0,15 g and 10 actuations at 0,35 g deceleration requests. These actuations are applied by
input from the brake pedal or as a fully automatic brake operation, whichever mode induces the system's
higher load. The pressure cycle shall follow the ACC-16 and ACC-35 profiles. Distribute the brake applications,
including the corresponding pause times, evenly over time. The mounting temperature of the braking system
shall decrease to 105 °C with a constant temperature gradient.
Repeat this procedure a total of 15 times to simulate one occurrence of this situation once every year over a
vehicle lifetime.
Due to the rare occurrence, any combination with other conservative assumptions (e.g. extreme frequency
of use) is not expected.
Key
T temperature at the mounting location [°C]
mount
t elapsed time [s]
1 conditions for start
2 heat-up phase
3 application and cool-down phase
Figure 5 — Representative manoeuvre for extreme temperatures at the mounting location
NOTE 2 The temperature gradients in phase 2 and phase 3 allow the braking system to reach the temperature it is
expected to be subjected to in its mounting location.
6.4.2.2.3 Function specific occurrence and distributions over temperature ranges
6.4.2.2.3.1 General
Table 10 shows neglectable occurrences of T /manoeuvre combinations as indicated by "-". Expected
mount
occurrences of T /manoeuvre combinations are indicated by "x". Table 10 only lists manoeuvres that
mount
typically would not occur at all indicated temperature ranges.
The total required number of specified events for a function should not be reduced.
NOTE The manoeuvres shown in Table 10 are described in Clause 7.
Table 10 — T dependent occurrence of manoeuvres
mount
Function Manoeuvre T < –20 °C –20 °C ≤ T ≤ 80 °C T > 80 °C
mount mount mount
Cold start Cold start 1 x x -
Cold start 2 x x -
ABS ABS 1 x x -
ABS 4 x x -
ABS 5 L x x -
ABS 5 R x x -
ABS 7 x x -
TTaabblle 1e 10 0 ((ccoonnttiinnueuedd))
Function Manoeuvre T < –20 °C –20 °C ≤ T ≤ 80 °C T > 80 °C
mount mount mount
HRB HRB 1 - x x
HRB 2 - x x
HBA HBA 5 - x x
Fading Fading 1 - x x
Fading 2 - x x
TCS ORD TCS ORD 1a - x x
TCS ORD 1b - x x
TCS ORD 2a - x x
TCS ORD 2b - x x
TCS ORD 3a - x x
TCS ORD 3b - x x
BDW BDW - x x
Key
ABS      Antilock braking system
HRB     Hydraulic rear-brake boost
HBA     Hydraulic brake assist
TCS ORD Traction control for off-road
BDW     Brake disc wiping
Manoeuvres with a calculated occurrence of less than one activation in a temperature class can be omitted.
Manoeuvres with an occurrence of fewer than 10 activations in a temperature class can be carried out by
load equivalent manoeuvres at the same temperature. The loss of accuracy is negligible.
6.4.2.2.3.2 Background
T > 80 °C: at environmental temperatures > 25 °C it is unlikely to run low friction ABS control (T =
mount mount
T + ΔT) with ΔT of up to 55 K. T = 25 °C + 55 K = 80 °C.
env mount
T < -20 °C: it is unlikely to have brake fading or driving in extreme off-road at low temperature in the
mount
surrounding of the brake system.
6.4.2.3 Temperature distribution for electric vehicles
6.4.2.3.1 Distribution of temperature at mounting location
Table 11 provides the estimated probability distribution as a function of the temperature at the mounting
location T .
mount
Moderate and high environmental temperatures lead to a ΔT of up to 35 K.
Specific temperature effects may be considered when the brake system components directly interact (have
thermal conductivity) through a mechanical connection.
EXAMPLE Direct cooling effect by the connection of an actuator to the passenger compartment.

Table 11 — Distribution of temperature at the mounting location for electric vehicles
T Probability
mount
[°C] [%]
‒40 0,5
‒20 8
20 44
40 32
60 15
85 0,5
Sum 100
The entire temperature sequence should be repeated.
NOTE Repetition of the entire temperature sequence avoids over-simplification.
6.4.2.3.2 Function specific occurrence and distributions over temperature ranges
6.4.2.3.2.1 General
Table 12 shows neglectable occurrences of T /manoeuvre combinations as indicated by "-". Expected
mount
occurrences of T /manoeuvre combinations are indicated by "x". Table 12 only lists manoeuvres that
mount
typically would not occur at all indicated temperature ranges.
The total required number of specified events for a function should not be reduced.
NOTE The manoeuvres shown in Table 12 are described in Clause 7.
Table 12 — T dependent occurrence of manoeuvres for electric vehicles
mount
Function Manoeuvre T < –20 °C –20 °C ≤ T ≤ 60 °C T > 60 °C
mount mount mount
ABS ABS 1 x x -
ABS 4 x x -
ABS 5 L x x -
ABS 5 R x x -
ABS 7 x x -
HRB HRB 1 - x x
HRB 2 - x x
HBA HBA 5 - x x
Fading Fading 1 - x x
Fading 2 - x x
TCS ORD TCS ORD 1a - x x
TCS ORD 1b - x x
TCS ORD 2a - x x
TCS ORD 2b - x x
TCS ORD 3a - x x
TCS ORD 3b - x x
BDW BDW - x x
Manoeuvres with a calculated occurrence of less than one activation in a temperature class can be omitted.
Manoeuvres with an occurrence of fewer than 10 activations in a temperature class can be carried out by
load equivalent manoeuvres at the same temperature. The loss of accuracy is negligible.

6.4.2.3.2.2 Background
T > 60 °C: at environmental temperatures > 25 °C it is unlikely to run low friction ABS control (T =
mount mount
T + ΔT) with ΔT of up to 35 K. T = 25 °C + 35 K = 60 °C.
env mount
T < -20 °C: it is unlikely to have brake fading or driving in extreme off-road at low temperature in the
mount
surrounding of the brake system.
6.5 Brake pedal application profile
6.5.1 Parameters for brake pedal apply and release time
6.5.1.1 General
A typical apply and release time of 650 ms is assumed independent of the braking event's target pressure.
The typical application time is from the onset of brake pedal application until pressure reaches 90 % of the
first local maxima (t ). The typical release time is from the time pressure reduces to 90 % of the last local
a-90
maxima until the pressure is fully released (t ), see Figure 6.
r-90
Key
t time
p brake pressure during brake pedal apply
a
p brake pressure during brake pedal release
r
t time from p until p is reached
a-90 a-0 a-90
t time from p until p
r-90 r-90 r-0
a
Target brake pressure of brake pedal apply.
b
Brake pressure level at beginning of brake pedal release.
NOTE The profile illustrates a typical manoeuvre, but not the actual gradient during the apply and releases times,
nor results from field data. During the onset of t
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