LegalizeCommission Delegated Regulation (EU) 2015/68 of 15 October 2014 supplementing Regulation (EU) No 167/2013 of the European Parliament and of the Council with regard to vehicle braking requirements for the approval of agricultural and forestry vehicles Text with EEA relevance
COMMISSION DELEGATED REGULATION (EU) 2015/68 of 15 October 2014 supplementing Regulation (EU) No 167/2013 of the European Parliament and of the Council with regard to vehicle braking requirements for the approval of agricultural and forestry vehicles (Text with EEA relevance)
CHAPTER I
SUBJECT MATTER AND DEFINITIONS
Article 1
Subject matter
This Regulation establishes the detailed technical requirements and test procedures regarding functional safety with respect to braking performance for the approval and market surveillance of agricultural and forestry vehicles and systems, components and separate technical units intended for such vehicles in accordance with Regulation (EU) No 167/2013.
Article 2
Definitions
For the purposes of this Regulation, the definitions in Article 2 and Annexes XII and XXXIII to Commission Delegated Regulation (EU) 2015/208 (1) shall apply. The following definitions shall also apply:
(1) ‘braking system’ means the combination of parts whose function is progressively to reduce the speed of a moving vehicle or to bring it to a halt, or to keep it stationary if it has already halted; the system consists of the control device, the transmission and the brake;
(2) ‘service braking system’ means the braking system that enables the driver to control the movement of the vehicle and to halt it safely, speedily and effectively, for all the range of speed and load that the vehicle is approved to operate, on any up or down gradient;
(3) ‘graduated braking’ means braking which, within the normal range of operation of the equipment, during either the application or the releasing of the brakes, fulfils all the following conditions: (a) the driver can, at any time, increase or reduce the braking force through action of the control device; (b) the braking force acts in the same direction as the action on the control device (monotonic function); (c) it is easily possible to make a sufficiently fine adjustment to the braking force;
(4) ‘control device’ means the device actuated directly by the driver to supply to the transmission the energy required for braking or controlling it. This energy may be the muscular energy of the driver, or energy from another source controlled by the driver, or in appropriate cases the kinetic energy of a towed vehicle, or a combination of these various kinds of energy;
(5) ‘transmission’ means the combination of components comprised between the control device and the brake, excluding the control lines, supply lines and supplementary lines between tractors and towed vehicles, and linking them functionally through mechanical, hydraulic, pneumatic or electric means or through the use of a combination of those means; where the braking power is derived from or assisted by a source of energy independent of the driver, the reserve of energy in the system is likewise part of the transmission;
(6) ‘control transmission’ means the combination of the components of the transmission which control the operation of the brakes and of the necessary reserve(s) of energy;
(7) ‘energy transmission’ means the combination of the components which supply to the brakes the necessary energy for their function;
(8) ‘friction brake’ means a brake where forces are generated by the friction between two parts of the vehicle moving relatively to one another;
(9) ‘fluid brake’ means a brake where forces are generated by the action of a fluid situated between two parts of the vehicle moving relatively to one another; the fluid is liquid in the case of a ‘hydraulic brake’ and air in the case of a ‘pneumatic brake’;
(10) ‘engine brake’ means a brake where forces are derived from a controlled increase in the braking action of the engine transmitted to the wheels;
(11) ‘parking braking system’ means a system that enables the vehicle to be held stationary on an up or down gradient even in the absence of the driver;
(12) ‘continuous braking’ means the braking of vehicles constituting a combination of vehicles through an installation having all the following characteristics: (a) a single control device which the driver actuates progressively, by a single movement, from his driving seat; (b) the energy used for braking the vehicles constituting the combination of vehicles is supplied from the same source; (c) the braking installation ensures simultaneous or suitably phased braking of each of the constituent vehicles of the combination, whatever their relative positions;
(13) ‘semi-continuous braking’ means the braking of vehicles constituting a combination of vehicles through an installation having all the following characteristics: (a) a single control device which the driver actuates progressively, by a single movement, from his driving seat; (b) the energy used for braking the vehicles constituting the combination of vehicles is supplied from two different sources; (c) the braking installation ensures simultaneous or suitably phased braking of each of the constituent vehicles of the combination, wherever their relative positions;
(14) ‘automatic braking’ means braking of the towed vehicle or towed vehicles occurring automatically in the event of separation of any of the vehicles constituting the combination of vehicles, including such separation through coupling breakage, without the effectiveness of the remainder of the combination being affected;
(15) ‘inertia braking’ means braking by utilising the forces generated by the towed vehicle's moving up on the tractor;
(16) ‘non-disengageable transmission’ means the transmission for which either pressure or force or torque are continuously transmitted at any time during travelling of the vehicle in the drive train between the vehicle engine and the wheels and in the braking system between the brake control device and the wheels;
(18) ‘wheel load’ means the vertical static force of the road surface in the contact area on the wheel;
(19) ‘axle load’ means the sum of the vertical static forces of the road surface in the contact area on the wheels of the axle;
(20) ‘maximum stationary wheel load’ means the stationary wheel load achieved under the condition of the technically permissible maximum laden mass of the vehicle;
(21) ‘maximum stationary axle load’ means the stationary axle load achieved under the condition of the technically permissible maximum laden mass of the vehicle;
(22) ‘towed vehicle’ means a trailer as defined in Article 3(9) of Regulation (EU) No 167/2013 or an interchangeable towed equipment as defined in Article 3(10) of that Regulation;
(23) ‘drawbar towed vehicle’ means a towed vehicle of category R or S with at least two axles of which at least one is a steered axle, equipped with a towing device which can move vertically in relation to the towed vehicle and which transmits no significant static vertical load to the tractor;
(24) ‘centre-axle towed vehicle’ a towed vehicle of category R or S where one or more axles are positioned close to the centre of gravity of the vehicle when uniformly loaded so that only a small static vertical load, not exceeding 10 % of that corresponding to the maximum mass of the towed vehicle or a load of 1 000 daN, whichever is less, is transmitted to the tractor;
(25) ‘rigid drawbar towed vehicle’ means a towed vehicle of category R or S with one axle or one group of axles, fitted with a drawbar which transmits a significant static load to the tractor due to its construction, and which does not meet the definition of a centre-axle towed vehicle; some slight vertical movement may occur at a rigid drawbar; a hydraulically adjustable articulated drawbar is considered to be a rigid drawbar;
(26) ‘endurance braking system’ means an additional braking system having the capability to provide and to maintain a braking effect over a long period of time without a significant reduction in performance, including the control device which may comprise a single device or a combination of several devices each of which may have its own control;
(27) ‘electronically controlled braking system’ (EBS) means a braking system where the control is generated and processed as an electrical signal in the control transmission and electrical output signals to devices which generate actuating forces produced from stored or generated energy;
(28) ‘automatically commanded braking’ means a function within a complex electronic control system where actuation of the braking system or brakes of certain axles is made for the purpose of generating vehicle retardation with or without a direct action of the driver, resulting from the automatic evaluation of on board initiated information;
(29) ‘selective braking’ means a function within a complex electronic control system where actuation of individual brakes is made by automatic means and where vehicle retardation is secondary to vehicle behaviour modification;
(30) ‘electric control line’ means the electrical connection between two vehicles which provides the braking control function to a towed vehicle within a combination; it comprises the electrical wiring and connector and includes the parts for data communication and the electrical energy supply for the towed vehicle control transmission;
(31) ‘spring compression chamber’ means the chamber where the pressure variation that induces the compression of the spring is actually produced;
(32) ‘hydrostatic drive’ means a type of vehicle propulsion which uses a hydrostatic transmission, with open or closed circuit, in which fluid circulates as the energy medium between one or more hydraulic pumps and one or more hydraulic motors;
(33) ‘complex electronic vehicle control system’ is an electronic control system which is subject to a hierarchy of control in which a controlled function may be overridden by a higher level electronic control function or by a function performed by higher level electronic control system;
(34) ‘anti-lock braking system’ means the part of a service braking system which automatically controls the degree of slip, in the direction of rotation of the wheel, on one or more wheels of the vehicle during braking;
(35) ‘directly controlled wheel’ means a wheel whose braking force is modulated according to data provided at least by its own sensor;
(36) ‘hydraulic connection of the single line type’ means the connection of the brakes between the tractor and the towed vehicle through a single line of hydraulic fluid;
(37) ‘energy source’ means a device that provides the energy required to actuate the brakes, either directly or indirectly through an energy storage device;
(38) ‘energy storage device’ means a device that stores the energy provided by the energy source to apply or release the brakes.
CHAPTER II
REQUIREMENTS APPLYING TO BRAKING DEVICES AND TRAILER BRAKING COUPLINGS
Article 3
Fitting and demonstration requirements related to braking performance
Article 4
Requirements applying to construction and fitting of braking devices and trailer braking couplings
The test procedures and requirements applying to the construction and fitting of braking devices and trailer braking couplings shall be conducted and verified in accordance with Annex I.
Article 5
Requirements applying to testing and performance of braking systems and trailer braking couplings and of vehicles fitted with them
The test procedures and performance requirements applying to braking systems and trailer braking couplings and to vehicles fitted with them shall be conducted and verified in accordance with Annex II.
Article 6
Requirements applying to the measurement of the response time
The test procedures and performance requirements applying to the response time of braking devices and trailer braking couplings shall be conducted and verified in accordance with Annex III.
Article 7
Requirements applying to energy sources and energy storage devices of braking systems and trailer braking couplings and to vehicles fitted with them
The test procedures and performance requirements applying to energy sources and energy storage devices of braking systems and trailer braking couplings and to vehicles fitted with them shall be conducted and verified in accordance with Annex IV.
Article 8
Requirements applying to spring brakes and to vehicles fitted with them
The test procedures and performance requirements applying to spring brakes and to vehicles fitted with them shall be conducted and verified in accordance with Annex V.
Article 9
Requirements applying to parking braking systems equipped with a mechanical brake-cylinder locking device
The performance requirements applying to parking braking systems equipped with a mechanical brake-cylinder locking device shall be verified in accordance with Annex VI.
Article 10
Alternative test requirements for vehicles for which Type-I, Type-II or Type-III tests are not mandatory
Article 11
Requirements applying to the testing of inertia braking systems, braking devices and trailer braking couplings and of vehicles fitted with them as regards braking
The procedures and requirements applying to the testing of inertia braking systems, braking devices and trailer braking couplings and of vehicles fitted with them as regards braking shall be conducted and verified in accordance with Annex VIII.
Article 12
Requirements applying to vehicles with hydrostatic drive and their braking devices and braking systems
The test procedures and performance requirements applying to vehicles with hydrostatic drive and their braking devices and braking systems shall be conducted and verified in accordance with Annex IX.
Article 13
Requirements applying to the safety aspects of complex electronic vehicle control systems
The test procedures and performance requirements applying to the safety aspects of complex electronic vehicle control systems shall be conducted and verified in accordance with Annex X.
Article 14
Requirements and test procedures applying to anti-lock braking systems and to vehicles fitted with them
The test procedures and requirements applying to anti-lock braking systems and to vehicles fitted with them shall be conducted and verified in accordance with Annex XI.
Article 15
Requirements applying to EBS of vehicles with compressed-air braking systems or of vehicles with data communication via pin 6 and 7 of ISO 7638 connector and to vehicles fitted with such EBS
The test procedures and performance requirements applying to EBS of vehicles with compressed-air braking systems or of vehicles with data communication via pin 6 and 7 of ISO 7638 connector and to vehicles fitted with such EBS shall be conducted and verified in accordance with Annex XII.
Article 16
Requirements applying to braking devices capable of hydraulic connections of the single-line type and to vehicles fitted with them
CHAPTER III
OBLIGATIONS OF THE MEMBER STATES
Article 17
Type-approval of vehicles, systems, components and separate technical units
Pursuant to Article 6(2) of Regulation (EU) No 167/2013, with effect from 1 January 2016, approval authorities shall not refuse, on grounds relating to functional safety with regard to braking performance, to grant EU type-approval to agricultural and forestry vehicle types which comply with the requirements of this Regulation.
With effect from 1 January 2018, national authorities shall, in the case of new vehicles that do not comply with Regulation (EU) No 167/2013 and the provisions of this Regulation on functional safety with regard to braking performance, prohibit the making available on the market, registration, or entry into service of such vehicles.
With effect from 1 January 2025, national authorities shall prohibit the making available on the market, registration, or entry into service of new tractors fitted with braking systems that are only suitable for hydraulic connections of the single-line type.
Article 18
National type-approval of vehicles, systems, components and separate technical units
National authorities shall not refuse to grant national type-approval to a type of vehicle, system, component or separate technical unit on grounds relating to the functional safety with regard to braking performance where the vehicle, system, component or separate technical unit complies with the requirements set out in this Regulation, with the exception of the requirements applying to hydraulic connections of the single-line type.
CHAPTER IV
FINAL PROVISION
Article 19
Entry into force and application
This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.
It shall apply as of 1 January 2016.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
LIST OF ANNEXES
| Annex Number | Annex title |
|---|---|
| I | Requirements applying to construction and fitting of braking devices and trailer braking couplings |
| II | Requirements applying to testing and performance of braking systems and trailer braking couplings and of vehicles fitted with them |
| III | Requirements applying to the measurement of the response time |
| IV | Requirements applying to energy sources and energy storage devices of braking systems and trailer braking couplings and to vehicles fitted with them |
| V | Requirements applying to spring brakes and to vehicles fitted with them |
| VI | Requirements applying to parking braking systems equipped with a mechanical brake-cylinder locking device |
| VII | Alternative test requirements for vehicles for which tests equivalent to Type-I, Type-II or Type-III tests have been carried out |
| VIII | Requirements applying to the testing of inertia braking systems, braking devices and trailer braking couplings and of vehicles fitted with them as regards braking |
| IX | Requirements applying to vehicles with hydrostatic drive and their braking devices and braking systems |
| X | Requirements applying to the safety aspects of complex electronic vehicle control systems |
| XI | Requirements and test procedures applying to anti-lock braking systems and to vehicles fitted with them |
| XII | Requirements applying to EBS of vehicles with compressed-air braking systems or of vehicles with data communication via pin 6 and 7 of ISO 7638 connector and to vehicles fitted with such EBS |
| XIII | Requirements applying to hydraulic connections of the single-line type and to vehicles fitted with them |
ANNEX I
Requirements applying to construction and fitting of braking devices and trailer braking couplings
1. Definitions
For the purposes of this Annex:
1.1. ‘coupling force control’ means a system or function to balance automatically the braking rate of tractor and towed vehicle;
1.2. ‘nominal demand value’ means a characteristic of coupling force control that relates the coupling head signal to the braking rate and which can be demonstrated at type-approval, within the limits of the compatibility bands of Appendix 1 of Annex II.
2. Construction and fitting requirements
The maximum design speed is considered, throughout this Annex, to be in the forward direction of the vehicle travel, unless otherwise explicitly mentioned.
2.1.1.1. The braking components and parts shall be so designed, constructed and fitted as to enable the vehicle in normal use, despite the vibration to which it may be subjected, to comply with the requirements set out in this Annex.
2.1.1.2. In particular, the braking components and parts shall be so designed, constructed and fitted as to be able to resist the corrosion and ageing phenomena to which it is exposed.
2.1.1.3. Brake linings shall not contain asbestos.
2.1.1.4. It is not permitted to fit any adjustable valves that would allow the performance of the braking system to be changed by the user of the vehicle such that, in service, it is not subject to the requirements of this Regulation. An adjustable valve that can only be operated by the manufacturer through the use of special tools or the provision of a tamper proof seal shall be permitted provided that the user of the vehicle is not able to adjust this valve or that any user adjustment is readily identifiable by enforcement authorities.
2.1.1.5. A towed vehicle shall be equipped with an automatic load sensing device, with the exception of the following cases:
The braking system shall fulfil the following functions:
It shall be possible to graduate the service braking system action. The driver shall be able to achieve this braking action from his driving position without removing his hands from the steering control device.
The secondary braking system shall make it possible to halt the vehicle within a reasonable distance in the event of the failure of the service braking system. On tractors, it shall be possible to graduate this braking action. The driver shall be able to obtain this braking action from his driving seat while keeping at least one hand on the steering control device. For the purpose of these requirements, it is assumed that not more than one failure of the service braking system can occur at one time.
The parking braking system shall enable the vehicle to be held stationary on an up or down gradient even in the absence of the driver, the working parts of the braking system being then held in the locked position by a purely mechanical device. The driver shall be able to achieve this braking action from his driving seat, subject, in the case of a towed vehicle, to the requirements of point 2.2.2.10.
The towed vehicle service braking system (pneumatic or hydraulic) and the parking braking system of the tractor may be operated simultaneously, provided that the driver is able to check, at any time, that the parking braking system performance of the vehicle combination, obtained by the purely mechanical action of the tractor’s parking braking system, is sufficient.
2.1.3. The relevant requirements of Appendix 1 of Annex II shall be applied to vehicles and their braking systems.
2.1.6. The flexible hoses and cables connecting tractors and towed vehicles shall be a part of the towed vehicle.
2.1.7. Shut-off devices which are not automatically actuated shall not be permitted.
2.2.1.1. The set of braking systems with which a vehicle is equipped shall satisfy the requirements laid down for the service, secondary and parking braking systems. In order to assist the driver in steering (to enable differential braking in the field) the service braking system of the tractor may consist of two independent brake circuits, each connected to one separate right or left brake pedal. For category Tb tractors: if the differential braking function is activated, it shall not be possible to travel at speeds exceeding 40 km/h or at speeds in excess of 40 km/h the differential braking function shall be disabled. These two operations shall be ensured by automatic means. If the differential mode is activated an actuation of the towed vehicle service braking system is not required up to a speed of 12 km/h. In tractors where the separate pedals can be connected manually, the driver shall be able to easily verify from his driving place whether these pedals are connected or not.
2.2.1.2. The equipment providing service, secondary and parking braking may have common components, provided that they fulfil the following conditions:
2.2.1.3. Where there are separate control devices for the service and secondary braking systems simultaneous actuation of control devices shall not render both the service and secondary braking systems inoperative, either when both braking systems are in good working order or when one of them is faulty.
2.2.1.5. The requirements of points 2.2.1.2, 2.2.1.4 and 2.2.1.25 shall be satisfied without the use of any automatic device of a kind such that its ineffectiveness might pass unnoticed because the parts which are normally in an ‘at rest’ position are actuated only in the event of failure of the braking system.
2.2.1.6. On vehicles with a maximum design speed not exceeding 30 km/h, the service braking system shall act on all the wheels of at least one axle. In all other cases the service braking system shall act on all the wheels of the vehicle. However, in case of vehicles with one braked axle and an automatic engagement of the drive to all other axles during braking, all wheels are deemed to be braked. For category C vehicles this condition is considered to be met if all of the track rollers of the vehicle are braked. For category C vehicles with a design speed of less than 30 km/h, this condition is considered to be met if at least one track roller on each side of the vehicle is braked. For vehicles equipped with a straddle seat and handlebars, the service braking may act either on the front axle or on the rear axle provided that all the performance requirements prescribed in point 2 of Annex II to this Regulation are met. For articulated tractors of category Ta, if an axle is subject to braking and the differential is mounted between the service brake and the wheels, all wheels of that axle are deemed to be braked when the activation of the service braking system automatically locks the differential on this axle. 2.2.1.6.1. Performance of hydraulic lines and hose assemblies in case of vehicles with one braked axle and an automatic engagement of the drive to all other axles during braking 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 1402:2009, 6605:2002 and 7751: 1997+A1:2011.
2.2.1.8. The action of the service braking system shall be distributed between the wheels or track rollers of the same axle symmetrically in relation to the longitudinal median plane of the vehicle.
2.2.1.9. The service, secondary and the parking braking systems shall act on braking surfaces permanently connected to the wheels through components of adequate strength. It shall not be possible to disconnect a braking surface from the wheels; however, such disconnection shall be permitted in the case of the parking braking system, provided that it is controlled exclusively by the driver from his driving seat by a system which cannot be actuated by a leak. When more than one axle is normally subject to braking in the case of vehicles of categories T and C with a maximum design speed not exceeding 60 km/h, one axle may be decoupled provided that activation of the service braking system automatically re-couples this axle and that, in the case of a failure in the energy supply or a failure in the control transmission of the re-coupling control device, then automatic re-coupling shall be ensured.
2.2.1.11. In hydraulic braking systems:
2.2.1.13. Without prejudice to the requirements of point 2.1.2.3, where the use of an auxiliary energy source is essential for the operation of a braking system, the energy reserve shall be such as to ensure that, should the engine stop, or in the event of a failure of the means by which the energy source is driven, the braking performance remains sufficient to bring the vehicle to a halt in the prescribed conditions. In addition, if the muscular energy applied by the driver to the parking braking system is reinforced by some aid, the actuation of the parking braking system shall be ensured in the event of failure of that aid, if necessary by using a reserve of energy independent of that normally supplying such aid. This reserve of energy may be that intended for the service braking system.
2.2.1.14. In the case of a tractor to which the coupling of a towed vehicle equipped with a brake controlled by the driver of the tractor is authorised, the service braking system of the tractor shall be fitted with a device so designed that if the towed vehicle braking system should fail, or the supply line (or such other type of connection as may be adopted) between the tractor and towed vehicle should break, it will still be possible to brake the tractor with the performance prescribed for the secondary braking system; it is accordingly prescribed, in particular, that this device be fitted to the tractor service braking system ensuring that the tractor can still be braked by the service braking system with a performance prescribed for the secondary braking system.
2.2.1.15. The pneumatic or hydraulic auxiliary equipment shall be automatically supplied with energy in such a way that during its operation the prescribed performance values can be reached and that even in the event of damage to the source of energy, the operation of the auxiliary equipment cannot cause the reserves of energy feeding the braking systems to fall below the level indicated in point 2.2.1.12.
2.2.1.16. A tractor authorised to tow a category R2, R3, R4 or S2 vehicle shall satisfy the following conditions:
2.2.1.20. If point 3.1.3.4 of Annex II can only be fulfilled by complying with the conditions specified in point 3.1.3.4.1.1 of Annex II then:
2.2.1.22. Tractors authorised to tow a vehicle equipped with an anti-lock braking system shall also be equipped with a special electrical connector, conforming to ISO 7638:2003, for the electric control transmission. The ISO 7638:2003 connector may be used for 5 pin or 7 pin applications, as appropriate.
2.2.1.23. Tractors other than those referred to in point 2.2.1.21.1 which are fitted with anti-lock braking systems shall comply with the requirements of Annex XI.
2.2.1.24. The requirements of Annex X shall be applied to the safety aspects of all complex electronic vehicle control systems which provide or form part of the control transmission of the braking function included those which utilise the braking system(s) for automatically commanded braking or selective braking.
2.2.1.25. In the case of category Tb tractors with a maximum design speed exceeding 60 km/h, the service braking system shall, whether or not it is combined with the secondary braking system, be such that in the event of failure in a part of its transmission a sufficient number of wheels are still braked by actuation of the service brake control device; these wheels shall be so selected that the residual performance of the service braking system satisfies the requirements laid down in point 3.1.4 of Annex II. The part or parts not affected by the failure shall be capable of partially or fully actuating the brakes of the towed vehicle. —————
2.2.1.27. The requirements of Annex XII shall be applied with regard to EBS vehicles or vehicles with ‘data communication’ via pin 6 and 7 of ISO 7638 connector.
2.2.1.30. Malfunctions of the electric control transmission shall not apply the brakes contrary to the driver's intentions.
2.2.1.31. Tractors fitted with hydrostatic drive shall either comply with all relevant requirements of this Annex or of Annex IX.
2.2.2.1. Vehicles of categories R1a, S1a do not need to be fitted with a service braking system. Vehicles of categories R1b and S1b, where the sum of the technically permissible masses per axle does not exceed 750 kg, do not need to be fitted with a service braking system. However, if vehicles of these categories are equipped with a service braking system, this system shall comply with the same requirements as those of category R2 or S2 as appropriate.
2.2.2.2. Vehicles of categories R1b and S1b, where the sum of the technically permissible masses per axle exceeds 750 kg, and R2 shall be equipped with a service braking system either of the continuous or semi-continuous or of the inertia type. However, if the vehicles of these categories have a service braking system of the continuous or semi-continuous type they shall meet the same requirements as those of category R3.
2.2.2.4. The service braking system:
2.2.2.6. Malfunctions of the electric control transmission shall not apply the brakes contrary to the driver's intentions.
2.2.2.7. The braking surfaces required to attain the prescribed degree of effectiveness shall be in constant contact with the wheels, either rigidly or through components not liable to failure.
2.2.2.10. On every towed vehicle which is required to be fitted with a service braking system, parking braking shall be ensured even when the towed vehicle is separated from the tractor. It shall be possible for a person standing on the ground to actuate the parking braking system.
2.2.2.11. If the towed vehicle is fitted with a device enabling actuation of the braking system to be cut out, other than the parking braking system, the device shall be so designed and constructed that it is positively restored to the ‘at rest’ position not later than on the resumption of the supply of compressed air or hydraulic oil or electrical supply to the towed vehicle.
2.2.2.12. On every towed vehicle which is fitted with a hydraulic service braking system the braking system shall be so designed such that when the supplementary line is disconnected the parking or service braking system shall be automatically applied.
2.2.2.13. Vehicles of categories R3, R4 and S2 shall satisfy the conditions specified in point 2.2.1.17.2.2 for compressed-air braking systems or in point 2.2.2.15.3 for hydraulic braking systems respectively.
2.2.2.14. Where the auxiliary equipment is supplied with energy from the service braking system, the service braking system shall be protected to ensure that the pressure in the service brake storage device(s) is maintained at a pressure of at least 80 % of the control line demand pressure or equivalent digital demand as specified respectively in points 2.2.3.2 and 2.2.3.3 of Annex II.
2.2.2.15. In addition to the above, towed vehicles with hydraulic braking systems shall comply with the following:
2.2.2.16. Towed vehicles with a maximum design speed exceeding 60 km/h of categories R3b, R4b and S2b shall be equipped with an anti-lock braking system in accordance with Annex XI. Additionally, if the maximum permissible mass of the towed vehicles exceeds 10 t only an anti-lock braking system of category A is permitted.
2.2.2.17. If towed vehicles not mentioned in point 2.2.2.16 are fitted with anti-lock braking systems, they shall comply with the requirements of Annex XI.
2.2.2.19. In addition to the requirements of points 2.2.1.17.2.2 and 2.2.1.19, the brakes of the towed vehicle may also be applied automatically when this is initiated by the towed vehicle braking system itself following the evaluation of on-board generated information.
3. Tests
Braking tests which the vehicles submitted for approval are required to undergo, and the braking performance required, are described in Annex II.
ANNEX II
Requirements applying to testing and performance of braking systems and trailer braking couplings and of vehicles fitted with them
1. Definitions
For the purposes of this Annex:
1.1. ‘axle group’ means multiple axles where the axle spread between one axle and its adjacent axle is equal to or less than 2,0 m. Where the axle spread between one axle and its adjacent axle is greater than 2,0 m, each individual axle shall be considered as an independent axle group.
1.2. ‘adhesion utilization curve’ means the characteristic curve of the braking force ratio without rolling resistance and normal reaction of road surface on a given axle under braking plotted against the braking rate of the vehicle.
2. Braking tests
The maximum design speed is considered, throughout this Annex, to be in the forward direction of the vehicle travel, unless otherwise explicitly mentioned.
2.1.1. The performance prescribed for braking systems shall be based on the stopping distance and the mean fully developed deceleration or only on one of those two quantities. The performance of a braking system shall be determined by measuring the stopping distance in relation to the initial speed of the vehicle and by measuring the mean fully developed deceleration during the test or only on one of those two quantities. Both stopping distance and mean fully developed deceleration or only one of them shall be prescribed and measured, following to the test to be performed.
2.1.3. For the type-approval of any vehicle, the braking performance shall be measured during road tests conducted in the following conditions:
2.2.1.1. The brake shall be cold. A brake is deemed to be cold when one of the following conditions is met:
2.2.1.2. During the braking test, an axle without a brake, when this axle is capable of being declutched, shall not be connected with a braked axle. However, in case of tractors with one braked axle and an automatic engagement of the drive to all other axles during braking, all wheels are deemed to be braked.
2.2.1.3. The test shall be conducted under the following conditions:
2.2.2.1. The test shall be carried out at the maximum design speed of the vehicle, with the engine disconnected. This speed may be subject to a certain margin of tolerance. However, in any case the minimum prescribed performance shall be attained. The prescribed maximum stopping distance (by the stopping distance formula) shall be calculated with the actual test speed.
2.2.2.2. To check compliance with the requirements of point 2.2.1.2.4 of Annex I, a Type-0 test shall be carried out with the engine disconnected at the initial speed of 30 km/h. On application of the control of the parking brake system, the mean fully developed deceleration and the deceleration immediately before the vehicle stops shall not be less than 1,5 m/s2. The same requirement applies in case of auxiliary control mentioned in point 2.2.1.2.4 of Annex I. The test shall be carried out with the laden vehicle. The force exerted on the braking control device shall not exceed the specified values.
2.2.2.3. In the case of vehicles equipped with handlebar and straddle seat or equipped with steering wheel and bench seat or bucket seats in one or more rows, that are also equipped with non-disengageable transmission, as this can be proved by the manufacturer at the braking testing, the vehicle shall complete the Type-0 test with the engine connected.
2.2.3.1. The braking performance of the towed vehicle can be calculated either from the braking rate of the tractor plus the towed vehicle and the measured thrust on the coupling or, in certain cases, from the braking rate of the tractor plus the towed vehicle with only the towed vehicle being braked. The engine of the tractor shall be disconnected during the braking test.
2.2.3.2. If the towed vehicle is fitted with a compressed-air braking system, the pressure in the supply line shall not exceed 700 kPa during the brake test and the signal value in the control line shall not exceed the following values, depending on the installation:
2.2.3.3. If the towed vehicle is fitted with a hydraulic braking system:
2.2.3.6. Alternatively, the evaluation of the braking rate of the towed vehicle may be done by braking the towed vehicle alone. In this case the pressure used shall be the same as that measured in the brake actuators during the braking of the combination.
This test type shall be performed according to the requirements of points 2.3.1 or 2.3.2, as applicable.
Tractors of categories T and C shall undergo the Type-I test with repeated braking.
| 2.3.1.1. | The service braking system of tractors covered by this Regulation shall be tested by successively applying and releasing the brakes a number of times. The vehicle shall be fully laden and tested in accordance with the conditions shown in the following table: Vehicle category Conditions v1 [km/h] v2 [km/h] Δt [sec] n T, C 80 % vmax ½ v1 60 20 Where v1 = speed at start of braking v2 = speed at end of braking vmax = maximum design speed of vehicle n = number of brake applications Δt = duration of the braking cycle (time elapsing between the initiation of one brake application and the initiation of the next). 2.3.1.1.1. In the case of tractors with a maximum design speed not exceeding 40 km/h, as an alternative to the test conditions as shown in the table of point 2.3.1.1 the conditions shown in the following table may be applied: Vehicle category Conditions v1 [km/h] v2 [km/h] Δt [sec] n T, C 80 % vmax 0,05 v1 60 18 | |||
|---|---|---|---|---|
| Vehicle category | Conditions | |||
| v1 [km/h] | v2 [km/h] | Δt [sec] | n | |
| T, C | 80 % vmax | ½ v1 | 60 | 20 |
| v1 | = | speed at start of braking | ||
| v2 | = | speed at end of braking | ||
| vmax | = | maximum design speed of vehicle | ||
| n | = | number of brake applications | ||
| Δt | = | duration of the braking cycle (time elapsing between the initiation of one brake application and the initiation of the next). | ||
| 2.3.1.1.1. | In the case of tractors with a maximum design speed not exceeding 40 km/h, as an alternative to the test conditions as shown in the table of point 2.3.1.1 the conditions shown in the following table may be applied: Vehicle category Conditions v1 [km/h] v2 [km/h] Δt [sec] n T, C 80 % vmax 0,05 v1 60 18 | |||
| Vehicle category | Conditions | |||
| v1 [km/h] | v2 [km/h] | Δt [sec] | n | |
| T, C | 80 % vmax | 0,05 v1 | 60 | 18 |
2.3.1.2. If the characteristics of the vehicle do not allow for the period of time prescribed for Δt, the duration may be increased; in any event, in addition to the time necessary for braking and accelerating the vehicle, a period of 10 seconds shall be allowed in each cycle for stabilising the speed v1.
2.3.1.3. In these tests, the force applied to the control device shall be so adjusted as to attain a mean fully developed deceleration of 3 m/s2 at the first application of the brakes. This force shall remain constant throughout the succeeding brake applications.
2.3.1.4. During brake applications the highest gear ratio (excluding overdrive, etc.) shall be continuously engaged. As an alternative, it is also allowed to perform the test with the engine disconnected, where applicable, during brake applications.
2.3.1.5. For regaining speed after braking, the gearbox shall be used in such a way as to attain the speed v1 in the shortest possible time (maximum acceleration allowed by the engine and gearbox).
2.3.2.1. The service braking system of vehicles of categories R1, R2, S1, R3a, R4a and S2a; and of vehicles of categories R3b and S2b, where the sum of the technically permissible masses per axle does not exceed 10 000 kg, shall be tested in such a manner that, the vehicle being laden, the energy input to the brakes is equivalent to that recorded in the same period of time when the laden vehicle being tested is driven at a steady speed of 40 km/h on a 7 % down-gradient for a distance of 1,7 km. Alternatively, this requirement is deemed to be fulfilled for vehicles of categories R3a, R4a, S2a and for vehicles of categories R3b and S2b, where the sum of the technically permissible masses per axle does not exceed 10 000 kg, when these vehicles have passed the Type-III test according to point 2.5.
| 2.3.2.2. | The test may be carried out on a level road, the trailed vehicle being towed by an agricultural vehicle; during the test, the force applied to the control device shall be adjusted so as to keep the resistance of the towed vehicle constant (7 % of the maximum stationary axle load of the towed vehicle). If the power available for hauling is insufficient, the test can be conducted at a lower speed but over a greater distance; as shown in the following table: Speed (km/h) distance (in m) 40 1 700 30 1 950 20 2 500 15 3 100 |
|---|---|
| Speed (km/h) | distance (in m) |
| 40 | 1 700 |
| 30 | 1 950 |
| 20 | 2 500 |
| 15 | 3 100 |
2.3.2.3. In the case of towed vehicles equipped with automatic brake adjustment devices the adjustment of the brakes shall, prior to the Type-I test prescribed above, be set according to the procedure as laid down in point 2.5.4.
2.3.3.1. At the end of the type-I test (test described in point 2.3.1 or test described in point 2.3.2) the hot performance of the service braking system shall be measured in the same conditions (and in particular at a constant control force no greater than the mean force actually used) as for the type-0 test with the engine disconnected (the temperature conditions may be different).
2.3.3.2. For tractors this hot performance shall not be less than 80 % of that prescribed for the category in question, nor less than 60 % of the figure recorded in the type-0 test with the engine disconnected.
2.3.3.3. In the case of towed vehicles, the hot brake force at the periphery of the wheels when tested at 40 km/h shall not be less than 36 % of towed vehicles with vmax > 30 km/h or 26 % of towed vehicles with vmax ≤ 30 km/h of the maximum stationary wheel load, nor less than 60 % of the figure recorded in the type 0 test at the same speed.
In the case of tractors equipped with automatic brake adjustment devices, the brakes after completing the tests described in point 2.3.3 shall be allowed to cool to a temperature representative of a cold brake (i.e. ≤ 100 °C) and it shall be verified that the vehicle is capable of free running by fulfilling one of the following conditions:
2.3.4.1. Wheels are running freely (i.e. may be rotated by hand);
2.3.4.2. It is ascertained that when the vehicle is driven at a constant speed of v = 60 km/h or the maximum design speed of the towed vehicle, whichever is the lower, with the brakes released the asymptotic temperatures shall not exceed a drum/disc temperature increase of 80°C, then the residual brake moments are regarded as acceptable.
In addition to the type-I test, tractors of categories Tb and Cb having a maximum permissible mass exceeding 12 t, shall also undergo the type-II test.
2.4.1. Laden tractor shall be tested in such a manner that the energy input is equivalent to that recorded in the same period of time with a laden tractor driven at an average speed of 30 km/h on a 6 % down-gradient for a distance of 6 km, with the appropriate gear engaged and the endurance braking system, if the vehicle is equipped with one, being used. The gear engaged shall be such that the speed of the engine (min-1) does not exceed the maximum value prescribed by the manufacturer.
2.4.2. For vehicles in which the energy is absorbed by the braking action of the engine alone, a tolerance of ± 5 km/h on the average speed shall be permitted, and the gear enabling the speed to be stabilised at the value closest to 30 km/h on the 6 % down-gradient shall be engaged. If the performance of the braking action of the engine alone is determined by a measurement of deceleration, it shall be sufficient if the mean deceleration measured is at least 0,5 m/s2.
| 2.4.3. | At the end of the test, the hot performance of the service braking system shall be measured in the same conditions as for the type-0 test with the engine disconnected (the temperature conditions may be different). This hot performance shall give a stopping distance not exceeding the following values and a mean fully developed deceleration not less than the following values, using a control force not exceeding 60 daN: 0,15 v + (1,33 v2/115) (the second term corresponds to a mean fully developed deceleration dm = 3,3 m/s2). |
|---|---|
| 0,15 v + (1,33 v2/115) | (the second term corresponds to a mean fully developed deceleration dm = 3,3 m/s2). |
2.5.1. R3b, R4b, S2b where the sum of the technically permissible masses per axle exceeds 10 000 kg or alternatively of categories
2.5.2. R3a, R4a, S2a, when these vehicles have not been tested according to point 2.3.2.
2.5.3. R3b and S2b where the sum of the technically permissible masses per axle does not exceed 10 000 kg.
| 2.5.4. | Track test2.5.4.1. The adjustment of the brakes shall, prior to the type-III test below, be set according to the following procedures as appropriate: 2.5.4.1.1. In the case of towed vehicles equipped with air operated brakes the adjustment of the brakes shall be such as to enable the automatic brake adjustment device to function. For this purpose the actuator stroke shall be adjusted to: so ≥ 1,1 × sre-adjust (the upper limit shall not exceed a value recommended by the manufacturer) Where: sre-adjust is the re-adjustment stroke according to the specification of the manufacturer of the automatic brake adjustment device, i.e. the stroke, where it starts to readjust the running clearance of the brake with an actuator pressure of 100 kPa. Where, by agreement with the technical service, it is impractical to measure the actuator stroke, the initial setting shall be agreed with the technical service. From the above condition the brake shall be operated with an actuator pressure of 200 kPa, 50 times in succession. This shall be followed by a single brake application with an actuator pressure of ≥ 650 kPa. 2.5.4.1.2. In the case of towed vehicles equipped with hydraulically operated disc brakes no setting requirements are deemed necessary. 2.5.4.1.3. In the case of towed vehicles equipped with hydraulically operated drum brakes the adjustment of the brakes shall be as specified by the manufacturer. 2.5.4.2. For the road test the conditions shall be as follows: Number of brake applications 20 Duration of a braking cycle 60 s Initial speed at the beginning of braking 60 km/h Braking applications In these tests, the force applied to the control device shall be so adjusted as to attain the mean fully developed deceleration of 3 m/s2 in respect to the towed vehicle mass PR at the first brake application; this force shall remain constant throughout the succeeding brake applications. The braking rate of a towed vehicle is calculated according to the formula given in point 2.2.3.5: The speed at the end of braking: Where: zR = braking rate of the towed vehicle, zR + M = braking rate of the vehicle combination (tractor and towed vehicle), R = rolling resistance value = 0,01 FM = total normal static reaction between the road surface and the wheels of tractor (N), FR = total normal static reaction between the road surface and the wheels of towed vehicle (N), F1 = normal static reaction of the part of the mass of the towed vehicle borne by the unbraked axle(s) (N), F2 = normal static reaction of the part of the mass of the towed vehicle borne by the braked axle(s) (N), PR = PR = FR/g v1 = initial speed (km/h), v2 = final speed (km/h). | |
|---|---|---|
| 2.5.4.1. | The adjustment of the brakes shall, prior to the type-III test below, be set according to the following procedures as appropriate: 2.5.4.1.1. In the case of towed vehicles equipped with air operated brakes the adjustment of the brakes shall be such as to enable the automatic brake adjustment device to function. For this purpose the actuator stroke shall be adjusted to: so ≥ 1,1 × sre-adjust (the upper limit shall not exceed a value recommended by the manufacturer) Where: sre-adjust is the re-adjustment stroke according to the specification of the manufacturer of the automatic brake adjustment device, i.e. the stroke, where it starts to readjust the running clearance of the brake with an actuator pressure of 100 kPa. Where, by agreement with the technical service, it is impractical to measure the actuator stroke, the initial setting shall be agreed with the technical service. From the above condition the brake shall be operated with an actuator pressure of 200 kPa, 50 times in succession. This shall be followed by a single brake application with an actuator pressure of ≥ 650 kPa. 2.5.4.1.2. In the case of towed vehicles equipped with hydraulically operated disc brakes no setting requirements are deemed necessary. 2.5.4.1.3. In the case of towed vehicles equipped with hydraulically operated drum brakes the adjustment of the brakes shall be as specified by the manufacturer. | |
| sre-adjust | is the re-adjustment stroke according to the specification of the manufacturer of the automatic brake adjustment device, i.e. the stroke, where it starts to readjust the running clearance of the brake with an actuator pressure of 100 kPa. | |
| 2.5.4.2. | For the road test the conditions shall be as follows: Number of brake applications 20 Duration of a braking cycle 60 s Initial speed at the beginning of braking 60 km/h Braking applications In these tests, the force applied to the control device shall be so adjusted as to attain the mean fully developed deceleration of 3 m/s2 in respect to the towed vehicle mass PR at the first brake application; this force shall remain constant throughout the succeeding brake applications. The braking rate of a towed vehicle is calculated according to the formula given in point 2.2.3.5: The speed at the end of braking: Where: zR = braking rate of the towed vehicle, zR + M = braking rate of the vehicle combination (tractor and towed vehicle), R = rolling resistance value = 0,01 FM = total normal static reaction between the road surface and the wheels of tractor (N), FR = total normal static reaction between the road surface and the wheels of towed vehicle (N), F1 = normal static reaction of the part of the mass of the towed vehicle borne by the unbraked axle(s) (N), F2 = normal static reaction of the part of the mass of the towed vehicle borne by the braked axle(s) (N), PR = PR = FR/g v1 = initial speed (km/h), v2 = final speed (km/h). | |
| Number of brake applications | 20 | |
| Duration of a braking cycle | 60 s | |
| Initial speed at the beginning of braking | 60 km/h | |
| Braking applications | In these tests, the force applied to the control device shall be so adjusted as to attain the mean fully developed deceleration of 3 m/s2 in respect to the towed vehicle mass PR at the first brake application; this force shall remain constant throughout the succeeding brake applications. | |
| zR | = | braking rate of the towed vehicle, |
| zR + M | = | braking rate of the vehicle combination (tractor and towed vehicle), |
| R | = | rolling resistance value = 0,01 |
| FM | = | total normal static reaction between the road surface and the wheels of tractor (N), |
| FR | = | total normal static reaction between the road surface and the wheels of towed vehicle (N), |
| F1 | = | normal static reaction of the part of the mass of the towed vehicle borne by the unbraked axle(s) (N), |
| F2 | = | normal static reaction of the part of the mass of the towed vehicle borne by the braked axle(s) (N), |
| PR | = | PR = FR/g |
| v1 | = | initial speed (km/h), |
| v2 | = | final speed (km/h). |
2.5.5. At the end of the test according to point 2.5.4, the hot performance of the service braking system shall be measured under the same conditions as for the Type-0 test with, however, different temperature conditions and starting from an initial speed of 60 km/h. The hot brake-force at the periphery of the wheels shall then not be less than 40 % of the maximum stationary wheel load, and not less than 60 per cent of the figure recorded in the Type-0 test at the same speed.
2.5.6. After completing the tests described in point 2.5.5, the brakes shall be allowed to cool to a temperature representative of a cold brake (i.e. < 100 °C) and it shall be verified that the towed vehicle is capable of free running by fulfilling one of the following conditions:
3. Performances of the braking systems
| 3.1.1.1. | Under Type-0 conditions, the service braking system shall be tested under the conditions shown in the following table vmax ≤ 30 km/h vmax > 30 km/h v = vmax = vmax s (metres) ≤ 0,15 v + v2/92 ≤ 0,15 v + v2/130 dm ≥ 3,55 m/s2 ≥ 5 m/s2 F (foot operated control) ≤ 600 N ≤ 600 N F (hand operated control) ≤ 400 N ≤ 400 N where: vmax = maximum design speed of the vehicle v = prescribed test speed s = Stopping distance dm = mean fully developed deceleration F = force applied to the control device | |
|---|---|---|
| vmax ≤ 30 km/h | vmax > 30 km/h | |
| v | = vmax | = vmax |
| s (metres) | ≤ 0,15 v + v2/92 | ≤ 0,15 v + v2/130 |
| dm | ≥ 3,55 m/s2 | ≥ 5 m/s2 |
| F (foot operated control) | ≤ 600 N | ≤ 600 N |
| F (hand operated control) | ≤ 400 N | ≤ 400 N |
| vmax | = | maximum design speed of the vehicle |
| v | = | prescribed test speed |
| s | = | Stopping distance |
| dm | = | mean fully developed deceleration |
| F | = | force applied to the control device |
The secondary braking system, even if the control device which actuates it is also used for other braking functions, shall give a stopping distance not exceeding the following values and a mean fully developed deceleration not less than the following values:
| Tractors with vmax ≤ 30 km/h: | 0,15 v + (v2/39) |
|---|---|
| (the second term corresponds to a mean fully developed deceleration dm = 1,5 m/s2) | |
| Tractors with vmax > 30 km/h: | 0,15 v + (v2/57) |
| --- | --- |
| (the second term corresponds to a mean fully developed deceleration dm = 2,2 m/s2) |
The prescribed performance shall be obtained by applying to the control device a force not exceeding 600 N on a foot or 400 N on a hand operated control device. The control device shall be so placed that it can be easily and quickly applied by the driver.
3.1.3.1. The parking braking system shall, even if it is combined with one of the other braking devices, be capable of holding a laden tractor on an 18 % up and down gradient. This requirement shall be fulfilled even during the cooling period. The cooling period is deemed to terminate when the brakes have reached a temperature of 10 °C above ambient.
3.1.3.2. For vehicles of category T4.3, the parking braking system shall, even if it is combined with one of the other braking devices, be capable of holding a laden tractor on a 40 % up and down gradient. This requirement shall be fulfilled even during the cooling period. The cooling period is deemed to terminate when the brakes have reached a temperature of 10 °C above ambient.
3.1.3.3. In order to verify that the parking brake is capable of holding a laden tractor on an up and down gradient as required by points 3.1.3.1 and 3.1.3.2, the measurements shall be done under the following conditions: In the case of oil immersed brakes, the method by which this check is carried out shall be agreed between the vehicle manufacturer and the technical service. The method of assessment and results shall be appended to the type approval report. The hot static parking braking system test may be omitted if the parking braking system acts purely on braking surfaces not used during service braking.
3.1.3.5. A parking braking system which has to be actuated several times before attaining the prescribed performance is permissible.
| 3.1.4.1. | In the case of category Tb tractors with a maximum design speed exceeding 60 km/h, the residual performance of the service braking system, in the event of failure in a part of its transmission, shall give a stopping distance not exceeding the following values and a mean fully developed deceleration not less than the following values, using a control force not exceeding 70 daN, when checked by the type-0 test with the engine disconnected from the following initial speeds for the relevant vehicle category: v [km/h] Stopping distance LADEN — [m] dm [m/s2] Stopping distance UNLADEN — [m] dm [m/s2] 40 1,3 1,3 That requirement shall not be construed as a departure from the requirements concerning secondary braking. | |||
|---|---|---|---|---|
| v [km/h] | Stopping distance LADEN — [m] | dm [m/s2] | Stopping distance UNLADEN — [m] | dm [m/s2] |
| 40 | 1,3 | 1,3 |
3.1.4.2. The residual braking effectiveness test shall be conducted by simulating the actual failure conditions in the service braking system.
If towed vehicles of category R1 or S1 are fitted with a service braking system, the performance of the system shall meet the requirements laid down for category R2 or S2 vehicles.
If the service braking system is of the continuous or semi-continuous type, the sum of the forces exerted at the periphery of the braked wheels shall be at least X % of the maximum stationary wheel load.
Where the towed vehicle is fitted with a compressed-air braking system, the pressure in the control line shall not exceed 650 kPa (and/or a corresponding digital demand value as defined in ISO 11992:2003 including ISO 11992-2:2003 and its Amd.1:2007 in the electric control line) and the pressure in the supply line shall not exceed 700 kPa during the brake test.
Where the towed vehicle is fitted with a hydraulic braking system, the pressure in the control line shall not exceed 11 500 kPa and the pressure in the supplementary line shall be between 1 500 kPa and 1 800 kPa during the brake test.
The test speed is 60 km/h or the maximum design speed of the towed vehicle, whichever is the lower.
Where the braking system is of the inertia type, it shall comply with the conditions laid down in Annex VIII.
The sum of the forces exerted at the periphery of the braked wheels shall be at least X % of the maximum stationary wheel load.
Where the towed vehicle is fitted with a compressed-air braking system, the pressure in the control line shall not exceed 650 kPa and the pressure in the supply line shall not exceed 700 kPa during the brake test.
The test speed is 60 km/h or the maximum design speed of the towed vehicle, whichever is the lower.
Where the towed vehicle is fitted with a hydraulic braking system, the pressure in the control line shall not exceed 11 500 kPa and the pressure in the supplementary line shall be between 1 500 kPa and 1 800 kPa during the brake test.
3.2.1.4. Within an axle group, wheel locking on one axle during the Type-0 test procedure is permitted. This requirement shall not be construed as a departure from the requirement of point 6.3.1. of Annex XI concerning wheel locking of directly controlled wheels.
3.2.2.1. The parking braking system with which the towed vehicle is equipped shall be capable of holding the laden towed vehicle stationary, when separated from the tractor, on an 18 % up and down-gradient.
3.2.2.2. The requirements set out in 3.2.2.1 shall be fulfilled even during the cooling period. The cooling period is deemed to be terminated when the brakes have reached a temperature of 10 °C above ambient.
3.2.2.3. The test requirement as specified in point 3.1.3.3 apply correspondingly.
The automatic braking performance in the event of a failure, as described in points 2.2.1.17.1 and 2.2.1.18.5 of Annex I, when testing the laden vehicle from a speed of 40 km/h or 0,8 vmax (whichever is lower), shall not be less than 13,5 % of the maximum stationary wheel load. Wheel-locking at performance levels above 13,5 % is permitted.
3.3.1. Where a vehicle is fitted with a service braking system which is totally or partially dependent on a source of energy other than the muscular effort of the driver, the following requirements shall be satisfied:
Appendix 1
Distribution of braking among the axles of vehicles and requirements for compatibility between tractor and towed vehicle
1. General requirements
1.1.1. Vehicles of categories Ta, Ca, R2a, R3a, R4a and S2a with a maximum design speed exceeding 30 km/h shall fulfil the following requirements of this Appendix:
1.1.2. Vehicles of categories Tb, R2b, R3b, R4b and S2b shall meet the relevant requirements of this Appendix. If a special device is used, this shall operate automatically.
1.1.3. However, vehicles of the categories mentioned in point 1.1.1 and in point 1.1.2 both equipped with an anti-lock braking system of category 1 or 2 (tractors) and category A or B (towed vehicles) fulfilling the relevant requirements of Annex XI shall also fulfil all the relevant requirements of this Appendix with the following exceptions or conditions:
1.1.4. Where the vehicle is installed with an endurance braking system, the retarding force shall not be taken into consideration when determining the vehicle performance with respect to the provisions of this Appendix.
1.1.5. The requirements of this Appendix apply to the braking equipment fitted with the largest diameter tyres intended by the manufacturer for that vehicle type.
1.1.6. Compliance with the adhesion utilisation and compatibility requirements associated with diagrams 1, 2 and 3 of this Appendix shall be demonstrated by calculation.
1.2. The requirements relating to the diagrams specified in points 3.1.6.1, 4.1 and 4.2, are valid for vehicles with a pneumatic and electrical control line according to point 2.1.4 of Annex I or a hydraulic control line according to point 2.1.5 of Annex I. In all cases, the reference value (abscissa of the diagrams) will be the value of the transmitted pressure or electrical signal respectively in the control line:
2. Symbols
3. Requirements for tractors of category T
3.1.1.For k values between 0,2 and 0,8:
The provisions laid down in this point do not affect the requirements of Annex II relating to the braking performance. However, if, in tests made under the provisions of this point, braking performances are obtained which are higher than those prescribed in Annex II, the provisions relating to the adhesion utilization curves shall be applied within the areas of diagram 1 defined by the straight lines k = 0,8 and z = 0,8.
3.1.2.For all braking rates between 0,15 and 0,30:
3.1.2.1.The adhesion utilization curves for each axle are situated between two lines parallel to the line of ideal adhesion utilization given by the equation k = z +/–0,08 as shown in diagram 1 and the adhesion utilization curve for the rear axle for braking rates z > 0,3 complies with the relation:
3.1.3.For tractors authorised to tow vehicles of category R3b, R4b and S2b fitted with compressed-air braking systems:
3.1.3.1.When tested with the energy source stopped, the supply line blocked off, a reservoir of 0,5 litre capacity connected to the pneumatic control line and the system at cut-in and cut-out pressures, the pressure at full application of the braking control device shall be between 650 and 850 kPa at the coupling heads of the supply line and the pneumatic control line, irrespective of the load condition of the vehicle.
3.1.3.2.For vehicles equipped with an electric control line, a full application of the control device of the service braking system shall provide a digital demand value corresponding to a pressure between 650 and 850 kPa (see ISO 11992:2003 including ISO 11992-2:2003 and its Amd.1:2007).
3.1.3.3.These values shall be demonstrably present in the tractor when the latter is uncoupled from the towed vehicle. The compatibility bands in the diagrams specified in points 3.1.6, 4.1 and 4.2, should not be extended beyond 750 kPa and/or the corresponding digital demand value (see ISO 11992:2003 including ISO 11992-2:2003 and its Amd.1:2007).
3.1.3.4.It shall be ensured that at the coupling head of the supply line, a pressure of at least 700 kPa is available when the system is at cut-in pressure. This pressure shall be demonstrated without applying the service brakes.
3.1.4.For tractors authorised to tow vehicles of category R3b, R4b and S2b fitted with hydraulic braking systems:
3.1.4.1.When tested with the energy source at idling speed and of 2/3 of maximum engine speed, a control line of the towed vehicle simulator (point 3.6 of Annex III) connected to the hydraulic control line. At full application of the braking control device the pressures shall be between 11 500 and 15 000 kPa at the hydraulic control and shall be between 1 500 and 3 500 kPa at the supplementary line, irrespective of the load condition of the vehicle.
3.1.4.2.These values shall be demonstrably present in the tractor when uncoupled from the towed vehicle. The compatibility bands in the diagrams specified in points 3.1.6, 4.1 and 4.2, should not be extended beyond 13 300 kPa.
3.1.5.Verification of the requirements of points 3.1.1 and 3.1.2
3.1.5.1.In order to verify the requirements of points 3.1.1 and 3.1.2, the manufacturer shall provide the adhesion utilisation curves for the front and rear axles calculated by the formulae:
The curves shall be plotted for both the following load conditions:
3.1.5.1.1.Unladen, not exceeding the minimum mass declared by the manufacturer in the information document;
3.1.5.1.2.Laden; where provision is made for several possibilities of load distribution, the one whereby the front axle is the most heavily laden shall be the one considered.
3.1.5.2.Special requirements in the case of tractors where all axles are permanently rigidly connected (100 % locking rate) by the all-wheel drive or are automatically connected during braking by the all-wheel drive (100 % locking rate)
3.1.5.2.1.The mathematical verification pursuant to point 3.1.5.1 is not required.
3.1.5.3.Tractors with permanent all-wheel drive other than covered by point 3.1.5.2.
3.1.5.3.1.If it is not possible, for vehicles with permanent all-wheel drive or in the condition when the all-wheel drive is connected during braking, to carry out the mathematical verification pursuant to point 3.1.5.1, the manufacturer may instead verify by means of a wheel lock sequence test that, lockup of the front wheels occurs either simultaneously with or before the lockup of the rear wheels.
3.1.5.4.However, for tractors which automatically apply the all-wheel drive when the braking is initiated above a vehicle speed of 20 km/h but not automatically connect the all-wheel drive when the service braking system is applied at speeds not exceeding 20 km/h, then it is not required to show compliance with point 3.1.5.1 for the condition when the all-wheel drive is not connected during braking.
3.1.5.5.Procedure to verify the requirements set out in point 3.1.5.3
3.1.5.5.1.The wheel lock sequence test shall be conducted with the laden and the unladen vehicle on road surfaces having an adhesion level such that wheel locking on the first axle occurs at braking rates between 0,55 and 0,8 from the initial test speed specified in point 3.1.5.5.2.
3.1.5.5.2.Test speed:
0,9 vmax, but not exceeding 60 km/h.
3.1.5.5.3.The pedal force applied may exceed the permissible actuation forces pursuant to point 3.1.1 of Annex II.
3.1.5.5.4.Pedal force is applied and increased such that the second wheel on the vehicle shall reach lockup between 0,5 and 1 s after initiating the brake application, until lockup of both wheels on one axle occurs (additional wheels may also lock during the test, e.g. in the case of simultaneous lockup).
3.1.5.5.4.1.If it is not possible during the laden test to reach lockup of the second wheel within a period of 1 s, this test may be omitted under the condition that wheel-locking under the conditions as prescribed in point 3.1.5.5.4 can be demonstrated during the unladen test.
If also in the unladen test it is not possible to reach lockup of the second wheel within a period of 1 s, a third, decisive test shall be carried out on road surfaces with a coefficient of adhesion of not more than 0,3 from a test speed of 0,8 vmax km/h, but not exceeding 60 km/h.
3.1.5.5.4.2.For the purpose of the tests according to point 3.1.5.5, a simultaneous lockup of the front and rear wheels refers to the conditions when the time interval between the first occurrence of lockup of the last (second) wheel on the rear axle and the first occurrence of lockup of the last (second) wheel on the front axle does not exceed 0,3 second.
3.1.6.Tractors authorized to draw towed vehicles
3.1.6.1.The permissible relationship between the braking rate TM/FM and the pressure pm shall lie within the areas shown on diagram 2 for all pressures between 20 and 750 kPa (in the case of compressed air braking system) and 350 and 13 300 kPa (in the case of hydraulic braking system).
The requirements of point 3.1 shall apply to vehicles with more than two axles. The requirements of point 3.1.2 with respect to wheel lock sequence shall be considered to be met if, in the case of braking rates between 0,15 and 0,30, the adhesion utilised by at least one of the front axles is greater than that utilised by at least one of the rear axles.
4. Requirements for towed vehicles
4.1. For drawbar towed vehicles fitted with compressed-air and hydraulic braking systems:
4.2. For rigid drawbar towed vehicles and centre-axle towed vehicles fitted with compressed-air and hydraulic braking systems:
5. Requirements to be met in case of failure of the braking distribution system
When the requirements of this Appendix are fulfilled by means of a special device (e.g. controlled mechanically by the suspension of the vehicle), it shall be possible, in the event of the failure of its control, to stop the vehicle under the conditions specified for secondary braking in the case of tractors; tractors authorised to tow a vehicle fitted with compressed-air or hydraulic braking systems, it shall be possible to achieve a pressure at the coupling head of the control line within the range specified in points 3.1.3 and 3.1.4 In the event of failure of the control of the device on towed vehicles, a service braking performance of at least 30 % of that prescribed for the vehicle in question shall be attained.
6. Markings
6.2. When the requirements of this Appendix are met by means of a device which modulates the air or hydraulic pressure in the brake transmission, the vehicle shall be marked to show the axle loads at the ground, the nominal outlet pressures of the device and an inlet pressure of not less than 80 per cent of the maximum design inlet pressure, as declared by the vehicle manufacturer, for the following states of load:
6.3. The markings referred to in points 6.1 and 6.2 shall be affixed in a visible position in indelible form. An example of the markings for a mechanically controlled device in a vehicle fitted with compressed-air or hydraulic braking system is provided in accordance with the requirements laid down in Article 5 of Commisison Implementing Regulation (EU) 2015/504 (2).
6.4. Electronically controlled brake force distribution systems that cannot fulfil the requirements of points 6.1, 6.2 and 6.3 shall have a self-checking procedure of the functions which influence brake force distribution. In addition, when the vehicle is stationary, it shall be possible to carry out the checks laid down in point 1.3.1, by generating the nominal demand pressure associated with the commencement of braking for both the laden and unladen conditions.
7. Vehicle testing
At the time of type-approval, the technical service shall verify conformity with the requirements contained within this Appendix and carry out any further tests considered necessary to this end. The report of any further tests shall be appended to the type-approval report.
Note: The lower limit k = z – 0,08 is not applicable for the adhesion utilisation of the rear axle.
ANNEX III
Requirements applying to the measurement of the response time
1. General Requirements
1.1. The response time for the service braking systems shall be determined with the vehicle stationary, the pressure being measured at the opening of the least favourably placed brake. For vehicles equipped with load sensing valves, these devices shall be set in the ‘laden’ position.
1.2. During the tests, the stroke of the brake cylinders of the individual axles shall be that corresponding to the most closely adjusted brakes.
1.3. Response times obtained in conformity with points 2.2, 2.3, 2.4, 2.6, 3.3, 3.4, 3.5, 3.6.5, 4.1, 4.5.1, 4.5.2, 4.5.3, 5.3.6, 6.2, shall be rounded to the nearest tenth of second. If the figure representing the hundredth units is 5 or more, the response time is rounded to the upper tenth.
1.4. The diagrams in Appendices 1 and 2 give examples of the correct configuration of the relevant simulators for setting and use.
2. Tractors equipped with compressed-air braking systems
2.1. At the beginning of each test, the pressure in the energy storage device shall be equal to the pressure at which the governor restores the feed to the system. In systems not equipped with a governor (e.g., pressure-limited compressors) the pressure in the energy storage device at the beginning of each test shall be 90 % of the pressure specified by the manufacturer and specified in point 1.2.2.1 of Part A of Annex IV, used for the tests prescribed in this annex.
2.2. The response times as a function of the actuating time (tf) shall be obtained by a succession of full actuations, beginning with the shortest possible actuating time and increasing to a time of about 0,4 seconds. The measured values shall be plotted on a graph.
2.3. The response time to be taken into consideration for the purpose of the test is that corresponding to an actuating time of 0,2 seconds. This response time can be obtained from the graph by interpolation.
2.4. For an actuating time of 0,2 seconds, the time elapsing from the initiation of the braking system control device actuation to the moment when the pressure in the brake cylinder reaches 75 % of its asymptotic value shall not exceed 0,6 seconds.
2.5. In the case of tractors having a pneumatic control line for towed vehicles, in addition to the requirements of point 1.1, the response time shall be measured at the extremity of a pipe 2,5 m long with an internal diameter of 13 mm which shall be joined to the coupling head of the control line of the service braking system. During this test, a volume of 385 ± 5 cm3 (which is deemed to be equivalent to the volume of a pipe 2,5 m long with an internal diameter of 13 mm and under a pressure of 650 kPa) shall be connected to the coupling head of the supply line. The length and internal diameter of the pipes shall be entered at item 2.4 of the test report.
| 2.6. | The time elapsing from the initiation of brake-pedal actuation to the moment when: 2.6.1. The pressure measured at the coupling head of the pneumatic control line; 2.6.2. The digital demand value in the electric control line measured according to ISO 11992:2003, including ISO 11992-2:2003 and its Amd.1:2007, reaches x per cent of its asymptotic, respectively final, value shall not exceed the times shown in the table below: x [per cent] t [s] 10 75 0,2 0,4 |
|---|---|
| x [per cent] | t [s] |
| 10 75 | 0,2 0,4 |
2.7. In the case of tractors authorised to tow vehicles of category R3 or R4 fitted with compressed-air braking systems, in addition to the requirements in point 2.6., the prescriptions in point 2.2.1.17.2.1 of Annex I shall be verified by conducting the following test:
3. Tractors equipped with hydraulic braking systems
3.1. The response time tests shall be carried out at an ambient temperature between 15 °C and 30 °C.
3.2. At the beginning of each test, the pressure in the energy storage device shall be equal to the pressure at which the governor restores the feed to the system. In systems not equipped with a governor (e.g., pressure-limited hydraulic pumps) the pressure in the energy storage device at the beginning of each test shall be 90 % of the pressure specified by the manufacturer and specified in point 1.2.1.2 of Part C of Annex IV, used for the tests prescribed in this annex.
3.3. The response times as a function of the actuating time (tf) shall be obtained by a succession of full actuations, beginning with the shortest possible actuating time and increasing to a time of about 0,4 seconds. The measured values shall be plotted on a graph. In the case of a service braking system which is activated with no or only a limited assistance of energy a control force shall be applied which ensures at least the prescribed service braking performance.
3.4. The response time to be taken into consideration for the purpose of the test is that corresponding to an actuating time of 0,2 seconds. This response time can be obtained from the graph by interpolation.
3.5. For an actuating time of 0,2 seconds, the time elapsing from the initiation of the braking system control device actuation to the moment when the pressure in the brake cylinder reaches 75 % of its maximum values hall not exceed 0,6 seconds. In the case of a full powered service braking system where the brake pressure in the brake actuator reaches a temporary maximum pressure which then falls to the mean stabilised pressure. This mean stabilised pressure should be taken for the calculation of the 75 % value.
4. Towed vehicles equipped with compressed-air braking systems
4.1. The towed vehicle's response times shall be measured without the tractor. To replace the tractor, it is necessary to provide a simulator to which the coupling heads of the supply line, the pneumatic control line and/or the connector of the electric control line are connected.
4.2. The pressure in the supply line shall be 650 kPa.
4.3. The simulator for pneumatic control lines shall have the following characteristics:
4.4. The simulator for checking the response to signals transmitted via the electric control line shall have the following characteristics:
5. Towed vehicles equipped with hydraulic braking systems
5.1. The tests shall be carried out at an ambient temperature between 15 °C and 30 °C.
5.2. The response times of the towed vehicle shall be measured without a tractor. In order to simulate the tractor, it is necessary to provide a tractor simulator to which the coupling heads of the control line and the supplementary line are connected. If the towed vehicle is equipped with an electrical connector as specified in point 2.1.5.1.3 of Annex I, this connector shall also be connected to the tractor simulator (see point 2. of Appendix 2).
5.3. The tractor simulator shall have the following characteristics:
6. Tractors equipped with service braking system using spring brakes
6.1. The response time measurement has to be carried out with the spring brakes adjusted as closely as possible. The initial pressure in the spring compression chamber, corresponding to this testing requirement, shall be specified by the manufacturer.
6.2. The time elapsing from the actuation of the service brake control device (brakes fully released) to the moment when the pressure in the spring compression chamber of the least favourable brake cylinder reaches a pressure corresponding to 75 % of the prescribed braking performance shall not exceed 0,6 seconds.
Appendix 1
Examples of pneumatic simulators
1. Setting the Simulator
2. Testing the Trailer
3. Example of a simulator for electric control lines
Appendix 2
Examples of hydraulic simulators
1. Towed vehicle simulator
2. Tractor simulator
ANNEX IV
Requirements applying to energy sources and energy storage devices of braking systems and trailer braking couplings and to vehicles fitted with them
1. Definitions
For the purposes of this Annex:
1.1. ‘hydraulic or pneumatic braking system with stored energy’ means a braking system where energy is supplied by a hydraulic fluid or air under pressure, stored in one or more energy storage devices fed from one or more pressure pumps or compressor(s) each fitted with a means of limiting the pressure to a maximum value (specified by the manufacturer).
A. COMPRESSED-AIR BRAKING SYSTEMS
1.1.1. Vehicles on which the operation of the braking system depends on the use of compressed air shall be fitted with reservoirs of a capacity meeting the requirements laid down in points 1.2 and 1.3.
1.1.2. However, the reservoirs shall not be required to be of a prescribed capacity if the braking system is such that in the absence of any energy reserve it is possible with the service braking system control device to achieve a braking performance at least equal to that prescribed for the secondary braking system.
1.1.3. When verifying compliance with the requirements laid down in points 1.2 and 1.3 the brakes shall be adjusted as closely as possible.
1.2.1. The air brake reservoirs of vehicles shall be so designed that after eight full-stroke actuations of the service braking system control device, the pressure remaining in the air brake reservoir shall be not less than the pressure required to obtain the specified secondary braking performance.
1.2.2. During the test, the following requirements shall be satisfied:
1.3.1. Reservoirs fitted to towed vehicles shall be such that after eight full-stroke actuations of the tractor's service braking system, the pressure supplied to the operating parts using it does not fall below a level equivalent to one-half of the figure obtained at the first brake application and without actuating either the automatic or the parking braking system of the towed vehicle.
1.3.2. During the test, the following requirements shall be satisfied:
Compressors shall satisfy the requirements laid down in the following points:
2.2.1. p1 the pressure corresponding to 65 % of the pressure p2 referred to in point 2.2.2.
2.2.2. p2 is the value specified by the manufacturer and referred to in point 1.2.2.1.
2.2.3. t1 is the time required for the relative pressure to rise from 0 to p1; t2 is the time required for the relative pressure to rise from 0 to p2.
2.3.1. In all cases the speed of the compressor shall be that obtained when the engine is running at the speed corresponding to its maximum power or at the speed allowed by the governor.
2.3.2. The auxiliary equipment reservoirs shall be isolated during the tests for determining the periods t1 and t2.
2.3.3. On vehicles constructed to tow vehicles, the towed vehicle shall be represented by an air reservoir whose maximum relative pressure p (expressed in kPa/100) is that which can be supplied through the feed circuit of the tractor and whose volume V (expressed in litres) is given by the formula p × V = 20 R (R being the permissible maximum mass, expressed in tons, on the axles of the towed vehicle).
2.4.1. The time t1 recorded for the least favoured energy storage device shall not exceed:
2.4.2. The time t2 for the least efficient reservoir shall not exceed:
2.5.1. When the vehicle is equipped with an auxiliary equipment reservoir or reservoirs with a total capacity exceeding 20 % of the total capacity of the brake reservoirs, an additional test shall be carried out during the course of which there shall be no interference with the functioning of the valves controlling the filling of the auxiliary equipment reservoir(s). A check shall be made during the course of this test that the period t3 required to bring about a rise in the pressure in the brake reservoirs from 0 to p2 is less than:
2.5.2. The test shall be performed in the conditions prescribed in points 2.3.1 and 2.3.3.
2.6.1. Vehicles to which the coupling of a towed vehicle is authorised shall also comply with the above requirements for vehicles not so authorised. In that case, the tests in points 2.4.1, 2.4.2 and 2.5.1 shall be conducted without the reservoir mentioned in item 2.3.3.
3.1. A pressure test connection shall be fitted at the closest readily accessible position to the least efficient reservoir within the meaning of point 2.4.
3.2. The pressure test connections shall comply with clause 4 of ISO standard 3583-1984.
B. VACUUM BRAKING SYSTEMS
1.1.1. Vehicles on which the operation of the braking system requires the use of a vacuum shall be equipped with reservoirs of a capacity meeting the requirements laid down in points 1.2 and 1.3.
1.1.2. However, the reservoirs shall not be required to be of a prescribed capacity if the braking system is such that in the absence of any energy reserve it is possible to achieve a braking performance at least equal to that prescribed for the secondary braking system.
1.1.3. In verifying compliance with the requirements laid down in points 1.2 and 1.3, the brakes shall be adjusted as closely as possible.
1.2.1. The reservoirs of agricultural vehicles shall be such that it is still possible to achieve the performance prescribed for the secondary braking system:
1.2.2. Testing shall be performed in conformity with the following requirements:
1.3.1. The reservoir(s) with which towed vehicles are equipped shall be such that the vacuum level provided at the user points shall not have fallen below a level equivalent to one-half of the value obtained at the first brake application after a test comprising four full-stroke actuations of the towed vehicle's service braking system.
1.3.2. Testing shall be performed in conformity with the following requirements:
2.1.1. Starting from the ambient atmospheric pressure, the energy source shall be capable of achieving in the reservoir(s) in three minutes the initial level specified in point 1.2.2.1. In the case of a vehicle to which the coupling of a towed vehicle is authorised, the time taken to achieve that level in the conditions specified in point 2.2 shall not exceed six minutes.
2.2.1. The speed of the vacuum source shall be:
2.2.2. Where it is intended to couple to the vehicle a towed vehicle whose service braking system is vacuum-operated, the towed vehicle shall be represented by an energy storage device having a capacity V in litres determined by the formula: V = 15 R where R is the maximum permissible mass, in metric tonnes, on the axles of the towed vehicle.
C. HYDRAULIC BRAKING SYSTEMS WITH STORED ENERGY
1.1.1. Vehicles on which the operation of the braking system requires the use of stored energy provided by hydraulic fluid under pressure shall be equipped with energy storage devices of a capacity meeting the requirements laid down in points 1.2 and 1.3. Energy storage devices used as pulsation dampers in hydraulic braking systems where the prescribed service braking performance is achieved by an energy source, are not considered as energy accumulation devices in the sense of this Annex.
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