Document ID: chunk:federal_register_of_legislation:F2018C00341:body:0:p39
Version: federal_register_of_legislation:F2018C00341
Segment Type: other
Provision Reference: 
Character Range: 112479–115450

of test runs, post processing of yaw rate and lateral acceleration data is done as specified in paragraph 5.11.

       5.10. ESC malfunction detection

       5.10.1. Simulate one or more ESC malfunction(s) by disconnecting the power source to any ESC component, or disconnecting any electrical connection between ESC components (with the vehicle power off).  When simulating an ESC malfunction, the electrical connections for the tell-tale lamp(s) and/or optional ESC system control(s) are not to be disconnected.

       5.10.2. With the vehicle initially stationary and the ignition locking system in the "Lock" or "Off" position, switch the ignition locking system to the "Start" position and start the engine.  Drive the vehicle forward to obtain a vehicle speed of 48 + 8 km/h. 30 seconds, at the latest, after the engine has been started and within the next two minutes at this speed, conduct at least one left and one right smooth turning manoeuvre without losing directional stability and one brake application.  Verify that the ESC malfunction indicator illuminates in accordance with paragraph 3.4. by the end of these manoeuvres.

       5.10.3. Stop the vehicle, switch the ignition locking system to the "Off" or "Lock" position.  After a five-minute period, switch the vehicle's ignition locking system to the "Start" position and start the engine.  Verify that the ESC malfunction indicator again illuminates to signal a malfunction and remains illuminated as long as the engine is running or until the fault is corrected.

       5.10.4. Switch the ignition locking system to the "Off" or "Lock" position.  Restore the ESC system to normal operation, switch the ignition system to the "Start" position and start the engine.  Re-perform the manoeuvre described in paragraph 5.10.2. and verify that the tell-tale has extinguished within this time or immediately afterwards.

       5.11. Post data processing – calculations for performance metrics

        Yaw rate and lateral displacement measurements and calculations shall be processed utilizing the techniques specified in paragraphs 5.11.1. to 5.11.8.

       5.11.1. Raw steering wheel angle data is filtered with a 12-pole phaseless Butterworth filter and a cut-off frequency of 10 Hz.  The filtered data is then zeroed to remove sensor offset utilizing static pre-test data.

       5.11.2. Raw yaw rate data is filtered with a 12-pole phaseless Butterworth filter and a cut-off frequency of 6 Hz.  The filtered data is then zeroed to remove sensor offset utilizing static pre-test data.

       5.11.3. Raw lateral acceleration data is filtered with a 12-pole phaseless Butterworth filter and a cut-off frequency of 6 Hz.  The filtered data is then zeroed to remove sensor offset utilizing static pre-test data.  The lateral acceleration data at the vehicle centre of gravity is determined by removing the effects caused by vehicle body roll and by correcting for sensor placement via the use of