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
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.
1.1.2. However, the energy storage devices 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. In verifying compliance with the requirements laid down in points 1.2.1, 1.2.2 and 2.1, the brakes shall be adjusted as closely as possible.
1.2.1. Vehicles equipped with a hydraulic braking system with stored energy shall meet the following requirements:
1.2.2. Tractors equipped with a hydraulic braking system with stored energy which cannot meet the requirements of point 2.2.1.4.1 of Annex I shall be deemed to satisfy that point if the following requirements are met:
1.3.1. If towed vehicles are equipped with energy storage devices (energy reservoirs), they shall be such that, after eight full-stroke actuations of the tractor's service braking system, the energy level supplied to the operating members using the energy, 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:
The energy sources shall meet the requirements set out in the following points:
2.1.1.1. ‘p1’ represents the maximum system operational pressure (cut-out pressure) in the energy storage devices specified by the manufacturer.
2.1.1.2. ‘p2’ represents the pressure after four full-stroke actuations with the service braking system control device, starting at p1, without having fed the energy storage devices.
2.1.1.3. ‘t’ represents the time required for the pressure to rise from p2 to p1 in the energy storage devices without application of the service braking system control device.
2.1.2.1. During the test to determine the time t, the feed rate of the energy source 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.
2.1.2.2. During the test to determine the time t, energy storage devices for auxiliary equipment shall not be isolated other than automatically.
The time t shall not exceed 30 s in the case of tractors to which the coupling of a towed vehicle is not authorised.
2.2.1. To determine the feed rate of the energy source the supplementary line towed vehicle simulator as prescribed in paragraph 3.6.2.1 of Annex III to this Regulation shall be connected to the coupling head of the hydraulic supplementary line of the tractor.
2.2.2. The test shall be performed under the following conditions:
2.2.3. With the engine running and the bleeding device fully closed, the time elapsing when the pressure at the testing port close to the female ISO 16028:2006 coupling rises from 300 kPa to 1 500 kPa shall not exceed 2,5 seconds.
If a towed vehicle using an energy storage device to assist the service braking system and such an energy storage device is recharged by the control line pressure during application of the service braking and/or by an energy source fitted on the towed vehicle, the following requirements shall be met:
2.3.1. The energy source shall be powered by the tractor simulator according to Appendix 2 of Annex III via the electrical connector conforming to ISO 7638:2003.
2.3.3. During the test to determine the time tR the following requirements shall be satisfied:
2.3.4. The time tR shall not exceed 4 min.
With the engine stationary and commencing at a pressure that may be specified by the manufacturer but does not exceed the cut-in pressure, the alarm device shall not operate following two full-stroke actuations of the service braking system control device.
ANNEX V
Requirements applying to spring brakes and to vehicles fitted with them
1. Construction, fitting and inspection requirements
For the purposes of this Annex:
1.1.1. ‘spring braking systems’ means braking systems for which the energy required for braking is supplied by one or more springs acting as an energy storage device;
1.1.2. ‘pressure’ means negative pressure if the compression of the springs is obtained by means of a vacuum device.
2. General requirements
For the purposes of this Annex, the maximum design speed is meant to be in the forward direction of the vehicle travel, unless otherwise explicitly mentioned.
2.2. On vehicles with a maximum design speed not exceeding 30 km/h, a spring braking system may be used as a service braking system, provided that the driver can graduate its braking action. In the case of a spring braking system used as a service braking system, the following additional requirements shall be fulfilled:
2.3. A small variation in any of the pressure limits which may occur in the spring compression chamber feed circuit shall not cause a significant variation in the braking force.
2.4. The following requirements shall apply to tractors equipped with spring brakes:
2.5. On tractors, the system shall be so designed that it is possible to apply and release the brakes at least three times if the initial pressure in the spring compression chamber is equal to the maximum design pressure. In the case of towed vehicles with compressed-air braking systems, it shall be possible to release the brakes at least three times after the towed vehicle has been uncoupled, the pressure in the supply line being 750 kPa before the uncoupling. However, prior to the check the emergency brake shall be released. These conditions shall be satisfied when the brakes are adjusted as closely as possible. In addition, it shall be possible to apply and release the parking braking system as specified in point 2.2.2.10 of Annex I when the trailer is coupled to the tractor.
2.6. In the case of tractors, the pressure in the spring compression chamber at which the springs begin to actuate the brakes, the latter being adjusted as closely as possible, shall not be greater than 80 % of the minimum level of the normal available pressure.
2.7. In the case of towed vehicles with compressed-air braking systems, the pressure in the spring compression chamber at which the springs begin to actuate the brakes shall not be greater than that obtained after four full-stroke actuations of the service braking system in accordance with point 1.3 of Part A of Annex IV. The initial pressure is fixed at 700 kPa.
2.8. In case of towed vehicles with hydraulic braking systems not using stored energy to pressurise the spring compression chamber, the pressure at which the springs begin to actuate the brakes shall not be greater than 1 200 kPa.
2.9. In case of towed vehicles with hydraulic braking systems using stored energy to pressurise the spring compression chamber, the pressure in the spring compression chamber at which the springs begin to actuate the brakes shall not be greater than that obtained after four full-stroke actuations of the service braking system in accordance with point 1.3 of Part C of Annex IV. The initial pressure is fixed at 12 000 kPa. In addition, the pressure in the supplementary line at which the springs begin to actuate the brakes shall not be greater than 1 200 kPa.
2.10. When the pressure in the line feeding energy to the spring compression chamber — excluding lines of an auxiliary release device using a fluid under pressure — falls to the level at which the brake parts begin to move, an optical or audible warning device shall be actuated. Provided this requirement is met, the warning device may comprise the warning signal specified in point 2.2.1.29.1.1 of Annex I. This provision does not apply to towed vehicles.
2.11. If a tractor authorised to tow a vehicle of category R and S with a continuous or semi-continuous braking is fitted with a spring braking system, automatic application of the said system shall cause the application of the towed vehicle's brakes.
2.12. Towed vehicles which utilise the compressed-air service braking system energy reserves to fulfil the requirements for the automatic brake as laid down in point 3.2.3 of Annex II shall also fulfil one of the following requirements when the towed vehicle is uncoupled from the tractor and the towed vehicle park brake control device is in the released position (spring brakes not applied):
3. Auxiliary Release System
3.2. If the operation of the auxiliary device referred to in point 3.1 requires the use of a tool or spanner, that tool or spanner shall be kept on the vehicle.
3.3. Where an auxiliary release system utilises stored energy to release the spring brakes the following additional requirements shall apply:
3.4. If compressed air is used in the auxiliary release system, the system should be activated by a separate control device, not connected to the spring brake control device.
ANNEX VI
Requirements applying to parking braking systems equipped with a mechanical brake-cylinder locking device
1. Definitions
For the purposes of this Annex:
1.1. ‘mechanical brake-cylinder locking device’ means a device which ensures braking operation of the parking braking system by mechanically locking the brake piston rod. Mechanical locking is effected by exhausting the compressed fluid held in the locking chamber; it is so designed that unlocking can be effected by restoring pressure in the locking chamber.
2. Requirements
2.1. The mechanical brake-cylinder locking device shall be designed in such a way that it can be released when the locking chamber is again subjected to pressure.
2.2. When the pressure in the locking chamber approaches the level corresponding to mechanical brake-cylinder locking device, an optical or audible warning system shall be actuated. This provision does not apply to towed vehicles. In the case of towed vehicles the pressure corresponding to mechanical brake-cylinder locking device shall not exceed 4 kPa. It shall be possible to achieve parking braking system performance after any single failure of the towed vehicle service braking system. In addition, it shall be possible to release the brakes at least three times after the towed vehicle has been uncoupled, the pressure in the supply line being 650 kPa before the uncoupling. These conditions shall be satisfied when the brakes are adjusted as closely as possible. It shall also be possible to apply and release the parking braking system as specified in point 2.2.2.10 of Annex I when the towed vehicle is coupled to the tractor.
2.3. In the case of brake actuators fitted with a mechanical brake-cylinder locking device, the brake actuator shall be capable of being actuated by either of two energy reserves.
2.4. The locked brake cylinder may only be released if it is certain that the brake can be operated again after such release.
2.5. In the event of a failure of the source of energy supplying the locking chamber, an auxiliary unlocking device (mechanical or pneumatic, for instance) using, for example, the air in one of the tyres of the vehicle, shall be provided.
2.6. The control device shall be such that, when actuated, it performs the following operations in sequence: it applies the brakes so as to provide the degree of efficiency required for parking braking, locks the brakes in that position and then cancels out the brake-application force.
ANNEX VII
Alternative test requirements for vehicles for which tests equivalent to Type-I, Type-II or Type-III tests have been carried out
1. Definitions
For the purposes of this Annex:
1.1. ‘subject towed vehicle’ means a towed vehicle representative of the towed vehicle type for which type-approval is sought;
1.2. ‘identical’ means parts having identical geometric and mechanical characteristics and the materials used for the components of the vehicles;
1.3. ‘reference axle’ means an axle for which there is a test report;
1.4. ‘reference brake’ means a brake for which there is a test report;
1.5. ‘nominal test mass’ means the mass of a disc or drum which the manufacturer specifies for the disc or drum, respectively, with which the relevant test is carried out by the Technical Service;
1.6. ‘actual test mass’ means the mass measured by the Technical Service prior to the test;
1.7. ‘brake input threshold torque’ means the input torque necessary to produce a measurable brake torque;
1.8. ‘declared brake input threshold torque’ means the brake input threshold torque declared by the manufacturer and which is representative for the brake;
1.9. ‘declared external diameter’ means the external diameter of a disc declared by the manufacturer which is representative external diameter for the disc;
1.10. ‘nominal external diameter’ means the external diameter which the manufacturer specifies for the disc on which the relevant test is carried out by the Technical Service;
1.11. ‘actual external diameter’ means the external diameter of a disc measured by the Technical Service prior to the test;
1.12. ‘effective length of the cam shaft’ means the distance from the centre line of the S-cam to the centre line of the operating lever;
1.13. ‘brake factor’ means the input to output amplification ratio of the brake.
2. General requirements
Type-I and/or Type-II or Type-III tests, set out in Annex II, need not be performed on a vehicle and its systems submitted for approval in the following cases:
2.1. The vehicle concerned is a tractor or a towed vehicle which, as regards tyres, braking energy absorbed per axle, and mode of tyre fitting and brake assembly, is identical with respect to braking with a tractor or a towed vehicle which: 2.1.1. Has passed the Type-I and/or Type-II or Type-III test; and 2.1.2. Has been approved, with regard to the braking energy absorbed, for mass per axle not lower than that of the vehicle concerned.
2.2. The vehicle concerned is a tractor or a towed vehicle whose axle or axles are, as regards tyres, braking energy absorbed per axle, and mode of tyre fitting and brake assembly, identical with respect to braking with an axle or axles which have individually passed the Type-I and/or Type-II or Type-III test for masses per axle not lower than that of the vehicle concerned, provided that the braking energy absorbed per axle does not exceed the energy absorbed per axle in the reference test or tests carried out on the individual axle.
2.3. The vehicle concerned is a tractor equipped with an endurance braking system, other than the engine brake, identical with an endurance braking system already tested under the following conditions: 2.3.1. The endurance braking system shall, by itself, in a test carried out on a gradient of at least 6 per cent (Type-II test), have stabilised a vehicle whose maximum mass at the time of the test was not less than the maximum mass of the vehicle submitted for approval; 2.3.2. It shall be verified in the above test that the rotational speed of the rotating parts of the endurance braking system, when the vehicle submitted for approval reaches a road speed of 30 km/h, is such that the retarding torque is not less than that corresponding to the test referred to in point 2.3.1.
2.4. The vehicle concerned is a towed vehicle equipped with air operated S-cam or disc brakes which satisfy the verification requirements of Appendix 1 relative to the control of characteristics compared to the characteristics given in a report for a reference axle as shown in the test report. Other brake designs from air operated S-cam or disc brakes may be approved upon presentation of equivalent information.
3. Specific requirements for towed vehicles
In the case of towed vehicles, these requirements are deemed to be fulfilled, with respect to points 2.1 and 2.2, if the identifiers referred to in point 3.7 of Appendix 1 for the axle or brake of the subject towed vehicle are contained in a report for a reference axle/brake.
4. Type-approval certificate
Where the foregoing requirements are applied, the type approval certificate shall include the following particulars:
4.1. In the case under point 2.1 of this Annex, the approval number of the vehicle subjected to the Type-I and/or Type-II or Type-III test of reference shall be entered.
4.2. In the cases under point 2.2 of this Annex, Table I in the template set out in Annex V to Implementing Regulation (EU) 2015/504 shall be completed.
4.3. In the cases under point 2.3 of this Annex, Table II in the template set out in Annex V to Implementing Regulation (EU) 2015/504 shall be completed.
4.4. If point 2.4 of this Annex is applicable, Table III in the template set out in Annex V to Implementing Regulation (EU) 2015/504 shall be completed.
5. Documentation
Where the applicant for a type approval in a Member State refers to a type approval granted in another Member State, the documentation shall be submitted by the applicant relating to that approval.
Appendix 1
Alternative procedures for Type-I or Type-III tests for towed vehicle brakes
1. General
1.1. In accordance with point 2.4, the Type-I or Type-III test may be waived at the time of type approval of the vehicle provided that the braking system components comply with the requirements of this appendix and that the resulting predicted braking performance meets the requirements of this Regulation for the appropriate vehicle category.
1.2. Tests carried out in accordance with the methods detailed in this appendix shall be deemed to meet the above requirements.
1.3. Tests carried out in accordance with point 3.6. and the results in the test report shall be acceptable as a means of proving compliance with the requirements laid down in point 2.2.2.8.1 of Annex I.
1.5. In the case of towed vehicles equipped with automatic brake adjustment devices the adjustment of the brakes shall, prior to the Type-I test below, be set according to the procedure as laid down in point 1.4.
2. Symbols used in this Annex are explained in the following table:
2.1.Symbols
Note: Symbols with the suffix ‘e’ relate to the parameters associated with the reference brake test and may be added to other symbols as appropriate.
3. Test methods
3.1.1. The brake performance tests should preferably be carried out on a single axle only.
3.1.3. The axle(s) should preferably be loaded with the maximum static axle load, though this is not essential provided that due allowance is made during the tests for the difference in rolling resistance caused by a different load on the test axle(s).
3.1.4. Allowance shall be made for the effect of the increased rolling resistance resulting from a combination of vehicles being used to carry out the tests.
3.2.1. The test machine shall have a rotary inertia simulating that part of the linear inertia of the vehicle mass acting upon one wheel, necessary for the cold performance and hot performance tests, and capable of being operated at constant speed for the purpose of the test described in points 3.5.2 and 3.5.3.
3.2.4. Where the tyre rolling resistance is not automatically compensated for in the test, the torque applied to the brake shall be modified by subtracting a torque equivalent to a rolling resistance coefficient of 0,02 (in the case of vehicles of categories Ra and Sa) and 0,01 (in the case of vehicles of categories Rb and Sb) respectively. Alternatively, the worst case rolling resistance coefficient of 0,01 may be used in order to cover all vehicle categories which may be subjected to the Type-I test, as determined in the test report.
3.3.1. The axle should preferably be loaded with the maximum static axle mass though this is not essential provided that due allowance is made during the tests for the difference in rolling resistance caused by a different mass on the test axle.
3.3.3. The braking time shall be 1 second after a maximum build-up time of 0,6 second.
3.4.1. The test brake(s) shall be instrumented so that the following measurements can be taken:
The preparation of the brake shall be in accordance with point 3.5.1.1.
3.5.1.1.1. In the case of drum brakes the tests shall start with new brake linings and new drum(s), the brake linings shall be machined to achieve the best possible initial contact between the linings and drum(s).
3.5.1.1.2. In the case of disc brakes the tests shall start with new brake pads and new disc(s), machining of the pad material shall be at the discretion of the brake manufacturer.
3.5.1.1.3. Make 20 brake applications from an initial speed of 60 km/h with an input to the brake theoretically equal to 0,3 TR/Test Mass. The initial temperature at the lining/drum or pad/disc interface shall not exceed 100 °C before each brake application.
3.5.1.1.4. Carry out 30 brake applications from 60 km/h to 30 km/h with an input to the brake equal to 0,3 TR/Test Mass and with a time interval between applications of 60 s. If the track test method or the rolling road test methods are to be utilised, energy inputs equivalent to those specified shall be used. The initial temperature at the lining/drum or pad/disc interface on the first brake application shall not exceed 100 °C.
3.5.1.1.5. On completion of the 30 brake applications specified in point 3.5.1.1.4 and after an interval of 120 s carry out 5 brake applications from 60 km/h to 30 km/h with an input to the brake equal to 0,3 TR/Test Mass and with an interval of 120 s between applications.
3.5.1.1.6. Make 20 brake applications from an initial speed of 60 km/h with an input to the brake equal to 0,3 TR/Test Mass. The initial temperature at the lining/drum or pad/disc interface shall not exceed 150 °C before each brake application.
3.5.1.1.7. Carry out a performance check as follows:
3.5.1.1.8. Repeat the procedures laid down in point 3.5.1.1.6 and 3.5.1.1.7.3, where point 3.5.1.1.6 is optional, until the performance of five consecutive non monotonic measurements at the 0,5 TR/(Test Mass) constant input value has stabilised within a tolerance of minus 10 per cent of the maximum value.
3.5.1.2. It is also permissible to carry out the two fade tests, Type-I and Type- III, one after the other.
3.5.1.3. This test is carried out at an initial speed equivalent to 40 km/h in the case of Type-I test and 60 km/h in the case of Type-III test in order to evaluate the hot braking performance at the end of Type-I and Type-III tests. The Type-I and/or Type-III fade test has/have to be done immediately after this cold performance test.
3.5.1.4. Three brake applications are made at the same pressure (p) and at an initial speed equivalent to 30 km/h and 40 km/h respectively (in the case of Type-I test, as determined in the test report) or 60 km/h (in the case of Type-III test), with an approximately equal initial brake temperature not exceeding 100 °C, measured at the outside surface of the drums or discs. The applications shall be at the brake actuator pressure required to give a brake torque or force equivalent to a braking rate (z) of at least 50 per cent. The brake actuator pressure shall not exceed 650 kPa (pneumatic) or 11 500 kPa (hydraulic), and the brake input torque (C) shall not exceed the maximum permissible brake input torque (Cmax). The average of the three results shall be taken as the cold performance.
3.5.2.1. This test is carried out at a speed equivalent to 40 km/h with an initial brake temperature not exceeding 100 °C, measured at the outside surface of the drum or brake disc.
3.5.2.2. A braking rate is maintained at 7 per cent, including the rolling resistance (see point 3.2.4.).
3.5.2.3. The test is made during 2 minutes and 33 seconds or during 1,7 km at a vehicle speed of 40 km/h. In case of towed vehicles with vmax ≤ 30 km/h or if the test velocity cannot be achieved, then the duration of the test can be lengthened according to point 2.3.2.2 of Annex II.
3.5.2.4. Not later than 60 seconds after the end of the Type-I test, a hot performance test is carried out in accordance with point 2.3.3 of Annex II at an initial speed equivalent to 40 km/h. The brake actuator pressure shall be that used during the Type-0 test.
For the bench test described in point 3.2, the conditions may be the same as for the road test described in point 2.5.4 of Annex II with:
For the bench test described in point 3.3, the conditions shall be as follows:
| Number of brake applications | 20 |
|---|---|
| Duration of braking cycle | 60 s (braking time 25 s and recovery time 35 s) |
| Test speed | 30 km/h |
| Braking rate | 0,06 |
| Rolling resistance | 0,01 |
3.5.3.2. Not later than 60 seconds after the end of the Type-III test a hot performance test is carried out in accordance with point 2.5.5 of Annex II. The brake actuator pressure shall be that used during the Type-0 test.
3.6.1. The following requirements shall apply to an automatic brake adjustment device which is installed on a brake, the performance of which is being verified according to the provisions of this appendix. On completion of the tests defined in points 3.5.2.4 (Type-I test) or 3.5.3.2 (Type-III test), the requirements laid down in point 3.6.3 shall be verified.
3.6.3. After completing the tests specified in points 3.6.1 or 3.6.2, as applicable, the brake(s) shall be allowed to cool to a temperature representative of a cold brake (i.e. ≤ 100 °C) and it should be verified that the towed vehicle/wheel(s) is capable of free running by fulfilling one of the following conditions:
3.7.1.The axle shall carry in a visible position at least the following identification information grouped together, in any order, in a legible and indelible manner:
3.7.1.1.Axle manufacturer and/or make;
3.7.1.2.Axle identifier;
3.7.1.3.Brake identifier
3.7.1.4.Fe identifier;
3.7.1.5.Base part of test report number;
3.7.1.6.Example of the identifiers:
Axle Manufacturer and/or make ABC
ID1-XXXXXX
ID2-YYYYYY
ID3-11111
ID4-ZZZZZZZ
3.7.2.A non-integrated automatic brake adjustment device shall carry in a visible position at least the following identification information grouped together, in a legible and indelible manner:
3.7.2.1.Manufacturer and make or one of the two, as applicable
3.7.2.2.Type
3.7.2.3.Version
3.7.3.The make and type of each brake lining or pad shall be visible when the lining or pad is mounted on the brake shoe or back plate in a legible and indelible manner.
3.7.4.Identifiers
3.7.4.1.Axle identifier
The axle identifier categorizes an axle in terms of its braking force/torque capability as stated by the axle manufacturer.
The axle identifier shall be an alphanumeric number consisting of the four characters ‘ID1-’ followed by a maximum of 20 characters.
3.7.4.2.Brake identifier
The brake identifier shall be an alphanumeric number consisting of the four characters ‘ID2-’ followed by a maximum of 20 characters.
A brake with the same identifier is a brake which does not differ with regard to the following criteria:
(a) type of brake;
(b) base material with respect to calliper housing, brake carrier, brake disc and brake drum;
(c) dimensions with the suffix ‘e’ according to the test report;
(d) the basic method used within the brake to generate the braking force;
(e) in the case of disc brakes, the friction ring mounting method: fixed or floating;
(f) brake factor BF;
(g) different brake characteristics with respect to the requirements of Annex VII which are not covered by point 3.7.4.2.1 of this Appendix.
3.7.4.2.1.Differences allowed within the same brake identifier
The same brake identifier may include different brake characteristics with regard to the following criteria:
(a) increase in maximum declared brake input torque Cmax;
(b) deviation of declared brake disc and brake drum mass mdec: ± 20 per cent;
(c) method of attachment of the lining / pad on the brake shoe / back plate;
(d) in the case of disc brakes, increase of maximum stroke capability of the brake;
(e) effective length of the cam shaft;
(f) declared threshold torque C0,dec;
(g) ± 5 mm from the declared external diameter of the disc;
(h) type of cooling of the disc (ventilated/non-ventilated);
(i) hub (with or without integrated hub);
(j) disc with integrated drum – with or without parking brake function;
(k) geometric relationship between disc friction surfaces and disc mounting;
(l) brake lining type;
(m) material variations (excluding changes in base material referred to in point 3.7.4.2.) for which the manufacturer confirms that such a material variation does not change the performance with respect to the required tests;
(n) back plate and shoes.
3.7.4.3.Fe identifier
The Fe identifier indicates the test axle load. It shall be an alphanumeric number consisting of the four characters ‘ID3-’ followed by the Fe value in daN, without the daN unit identifier.
3.7.4.4.Test report identifier
The test report identifier shall be an alphanumeric number consisting of the four characters ‘ID4-’ followed by the base part of the test report number.
3.7.5.Automatic brake adjustment device (integrated and non-integrated)
3.7.5.1.Types of automatic brake adjustment device
The same type of automatic brake adjustment device does not differ with regard to the following criteria:
(a) body: base material;
(b) maximal permitted brake shaft moment;
(c) adjustment operating principle.
3.7.5.2.Versions of automatic brake adjustment device, with respect to the adjustment behaviour
Automatic brake adjustment devices within a type that have an impact on the running clearance of the brake are considered to be different versions.
In the case that a new test report, or a test report extension, is required for a modified axle or brake within the limits specified in the information document the following criteria are used to determine the necessity for further testing taking into account worst case configurations agreed with the Technical Service.
| Abbreviations used in the subsequent table | |
|---|---|
| CT (complete test) | Test: 3.5.1.: Supplementary cold performance test 3.5.2.: Fade test (Type-I test) (1) 3.5.3.: Fade test (Type-III test) (1) |
| FT (fade test) | Test: 3.5.1. Supplementary cold performance test 3.5.2. Fade test (Type-I test) (1) 3.5.3. Fade test (Type-III test) (1) |
| (1) If applicable | |
| Differences according to point 3.7.4.2.1 | Test criteria |
| --- | --- |
| (a) Increase in maximum declared brake input torque Cmax | Change allowed without additional testing |
| (b) Deviation of declared brake disc and brake drum mass mdec: ± 20 per cent | CT: The lightest variant shall be tested; if the nominal test mass for a new variant deviates less than 5 per cent from a previously tested variant with a higher nominal value then the test of the lighter version may be dispensed with. The actual test mass of the test specimen may vary ± 5 per cent from the nominal test mass. |
| (c) Method of attachment of the lining / pad on the brake shoe / back plate | The worst case specified by the manufacturer and agreed by the Technical Services conducting the test |
| (d) In the case of disc brakes, increase of maximum stroke capability of the brake | Change allowed without additional testing |
| (e) Effective length of the cam shaft | The worst case is considered to be the lowest cam shaft torsional stiffness and shall be verified by either: (i) FT; or (ii) Change allowed without additional testing if by calculation the influence with respect to stroke and braking force can be shown. In this case the test report shall indicate the following extrapolated values: se, Ce, Te, Te/Fe. |
| (f) Declared threshold torque C0,dec | It shall be checked that the brake performance remains within the corridors of Diagram 1 |
| (g) ± 5 mm from the declared external diameter of the disc | The worst case test is considered the smallest diameter The actual external diameter of the test specimen may vary ± 1 mm from the nominal external diameter specified by the axle manufacturer. |
| (h) Type of cooling of the disc (ventilated/non-ventilated) | Each type shall be tested |
| (i) Hub (with or without integrated hub) | Each type shall be tested |
| (j) Disc with integrated drum – with or without parking brake function | Testing is not required for this feature |
| (k) Geometric relationship between disc friction surfaces and disc mounting | Testing is not required for this feature |
| (l) Brake lining type | Each type of brake lining |
| (m) Material variations (excluding changes in base material referred to in point 3.7.4.2.) for which the manufacturer confirms that such a material variation does not change the performance with respect to the required tests | Test not required for this condition |
| (n) Back plate and shoes | Worst case test conditions (1): Back plate: minimum thickness Shoe: lightest brake shoe |
| (1) No test is required if the manufacturer can demonstrate that a change does not affect the stiffness. |
3.8.1. If an automatic brake adjustment device deviates from a tested one according to points 3.7.5.1 and 3.7.5.2, an additional test according to point 3.6.2 is necessary.
3.9.1. The result of tests carried out in accordance with points 3.5 and 3.6.1 shall be reported on the test results sheet.
3.9.2. In the case of a brake installed with an alternative brake adjustment device the results of tests carried out in accordance with point 3.6.2 shall be reported on the test results sheet.
3.9.3. An information document, provided by the axle or vehicle manufacturer, shall be part of the test report. The information document shall identify, if applicable, the various variants of the brake or axle equipment with respect to their essential criteria.
4. Verification
The brake specification of the vehicle to be type approved shall comply with the requirements laid down in points 3.7, 3.8 and 3.9.
4.2.1. The brake forces (T) for each subject brake (for the same control line pressure pm) necessary to produce the drag force specified for both Type-I and Type-III test conditions shall not exceed the values Te as stated in the test report, which were taken as a basis for the test of the reference brake.
4.3.1. The brake force (T) for each subject brake for a specified pressure (p) in the actuators and for a control line pressure (pm) used during the Type-0 test of the subject towed vehicle is determined as follows:
4.3.2. The predicted brake performance for the subject towed vehicle is given by:
4.3.3. The hot performances following the Type-I or Type-III tests shall be determined in accordance with points 4.3.1.1 to 4.3.1.4. The resulting predictions given by point 4.3.2 shall satisfy the requirements of this Regulation for the subject towed vehicle. The value used for the figure recorded in the Type-0 test as prescribed in point 2.3.3 or 2.5.5 of Annex II shall be the figure recorded in the Type-0 test of the subject towed vehicle.
ANNEX 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
1. General provisions
1.1. The inertia braking system of a towed vehicle comprises the control device, the transmission and the brake.
1.2. The control device is the aggregate of the components integral with the traction device (coupling head).
1.3. The transmission is the aggregate of the components comprised between the last part of the coupling head and the first part of the brake.
1.4. Braking systems in which accumulated energy (e.g. electric, pneumatic or hydraulic energy) is transmitted to the towed vehicle by the tractor and is controlled only by the thrust on the coupling do not constitute inertia braking systems within the meaning of this Regulation.
2. Symbols
2.1.1. Mass: kg;
2.1.2. Force: N;
2.1.3. Acceleration due to gravity: g = 9,81 m/s2
2.1.4. Torques and moments: Nm;
2.1.5. Areas: cm2;
2.1.6. Pressures: kPa;
2.1.7. Lengths: unit specified in each case.
2.2.1. GA : towed vehicle's technically permissible ‘maximum mass’ as declared by the manufacturer;
2.2.2. G′A : towed vehicle's ‘maximum mass’ capable of being braked by the control device, as declared by the manufacturer;
2.2.3. GB : towed vehicle's ‘maximum mass’ capable of being braked by joint operation of all of the towed vehicle's brakes GB = n · GBo
2.2.4. GBo : fraction of towed vehicle's permissible maximum mass capable of being braked by one brake, as declared by the manufacturer;
2.2.5. B* : required braking force;
2.2.6. B : required braking force taking account of rolling resistance;
2.2.7. D* : permissible thrust on coupling;
2.2.8. D : thrust on coupling;
2.2.9. P′ : control device output force;
2.2.10. K : supplementary force of control device, conventionally designated by the force D corresponding to the point of intersection with the axis of the abscissae of the extrapolated curve expressing P′ in terms of D, measured with the device in the mid-travel position (see Figures 2 and 3 of Appendix 1);
2.2.11. KA : force threshold of control device, i.e., the maximum thrust on the coupling head which can be applied for a short period of time without generating an output force from the control device. The symbol KA is conventionally applied to the force measured when the coupling head begins to be pushed home at a speed of 10 to 15 mm/s, the control device transmission being uncoupled;
2.2.12. D1 : the maximum force applied to the coupling head when it is being pushed home at a speed of s mm/s + 10 %, the transmission being uncoupled;
2.2.13. D2 : the maximum force applied to the coupling head when it is being pulled at a speed of s mm/s + 10 % out of the position of maximum compression, the transmission being uncoupled;
2.2.14. ηHo : efficiency of inertia control device;
2.2.15. ηH1 : efficiency of transmission system;
2.2.16. ηH : overall efficiency of control device and transmission ηH = ηHo · ηH1;
2.2.17. s : travel of control device in millimetres;
2.2.18. s′ : effective (useful) travel of control device in millimetres, determined as required by point 10.4;
2.2.19. s″ : spare travel of master cylinder, measured in millimetres at coupling head;
2.2.19.1. sHz : stroke of the master cylinder in millimetres according to Figure 8 of Appendix 1;
2.2.19.2. s″Hz : spare travel of the master cylinder in millimetres at piston rod, according to Figure 8 of Appendix 1;
2.2.20. so : loss of travel, i.e., travel in millimetres of the coupling head when the latter is so actuated as to move from 300 mm above to 300 mm below the horizontal, the transmission remaining stationary;
2.2.21. 2sB : brake-shoe lift (brake-shoe application travel), in millimetres, measured on diameter parallel to applying device, the brakes not being adjusted during the test;
2.2.23. M : braking torque as specified by the manufacturer. This braking torque shall produce at least the prescribed braking force B;
2.2.23.1. MT : test braking torque in the case where no overload protector is fitted (according to point 6.2.1);
2.2.24. R : dynamic tyre rolling radius. As an alternative for vehicles of categories Ra and Sa, the static loaded radius, as specified by the tyre manufacturer, may be used instead of the dynamic tyre rolling radius;
2.2.25. n : number of brakes.
2.2.26. Mr : maximum braking torque resulting from the maximum permissible travel sr or the maximum permissible fluid volume Vr when the towed vehicle moves rearward (including rolling resistance = 0,01 · g · GBo);
2.2.27. sr : maximum permissible travel at the brake control lever when the towed vehicle moves rearward;
2.2.28. Vr : maximum permissible fluid volume absorbed by one braking wheel when the towed vehicle moves rearward;
2.3.1. iHo : reduction ratio between travel of coupling head and travel of lever at output side of control device;
2.3.2. iH1 : reduction ratio between travel of lever at output side of control device and travel of brake lever (gearing down of transmission);
2.3.3. iH : reduction ratio between travel of coupling head and travel of brake lever iH = iHo · iH1
2.3.4. ig : reduction ratio between travel of brake lever and lift (application travel) at brake-shoe centre (see Figure 4 of Appendix 1);
2.3.5. P : force applied to the brake control lever; (see Figure 4 of Appendix 1);
2.3.6. Po : brake-retraction force when the towed vehicle moves forward, i.e., in graph M = f(P), the value of the force P at the point of intersection of the extrapolation of this function with the abscissa (see Figure 6 of Appendix 1);
2.3.6.1. Por : brake-retraction force when the towed vehicle moves rearward (see Figure 6 of Appendix 1);
2.3.7. P : force applied to the brake control lever to produce the braking force B;
2.3.8. PT : test force according to point 6.2.1;
2.3.9. characteristic of the brake when the towed vehicle moves forward as defined from: M = ρ (P – Po)
2.3.9.1. ρr : characteristic of the brake when the towed vehicle moves rearward as defined from: Mr = ρr (Pr – Por)
2.3.10. scf : rear cable or rod travel at compensator when brakes operate in forward direction (3);
2.3.11. scr : rear cable or rod travel at compensator when brakes operate in rearward direction (3) ;
2.3.12. scd : differential travel at compensator when only one brake operates in the forward direction and the other in the reverse direction (3) ; Where: scd = scr – scf (see Figure 5A of Appendix 1);
2.4.1. ih : reduction ratio between travel of coupling head and travel of piston in master cylinder;
2.4.2. i′g : reduction ratio between travel of cylinder thrust point and lift (application travel) of brake-shoe centre;
2.4.3. FRZ : surface area of piston of one wheel cylinder for drum brake(s); for disc brake(s), sum of the surface area of the caliper piston(s) on one side of the disc;
2.4.4. FHZ : surface area of piston in master cylinder;
2.4.5. p : hydraulic pressure in brake cylinder;
2.4.6. po : retraction pressure in the brake cylinder when the towed vehicle moves forward; i.e., in graph of M = f(p), the value of the pressure p at the point of intersection of the extrapolation of this function with the abscissa (see Figure 7 of Appendix 1);
2.4.6.1. por : brake retraction pressure when the towed vehicle moves rearward (see Figure 7 of Appendix 1 );
2.4.7. p : hydraulic pressure in the brake cylinder to produce the braking force B;
2.4.8. pT : test pressure according to point 6.2.1:
2.4.9. characteristic of the brake when the towed vehicle moves forward as defined from: M = ρ′ (p – po)
2.4.9.1. ρ′r : characteristic of the brake when the towed vehicle moves rearward as defined from: Mr = ρ′r (pr – por)
2.5.1. Dop : application force at the input side of the control device, at which the overload protector is activated
2.5.2. Mop : brake torque at which the overload protector is activated (as declared by the manufacturer)
2.5.3. MTop : minimum test braking torque in the case when an overload protector is fitted (according to point 6.2.2.2).
2.5.4. Pop_min : force applied to the brake at which the overload protector is activated (according to point 6.2.2.1).
2.5.5. Pop_max : maximum force (when the coupling head is pushed fully home) which is applied by the overload protector to the brake (according to point 6.2.2.3).
2.5.6. pop_min : pressure applied to the brake at which the overload protector is activated (according to point 6.2.2.1).
2.5.7. pop_max : maximum hydraulic pressure (when the coupling head is pushed fully home) which is applied by the overload protector to the brake actuator (according to point 6.2.2.3).
2.5.8. PTop : minimum test brake force in the case when an overload protector is fitted (according to point 6.2.2.2).
2.5.9. pTop : minimum test brake pressure in the case when an overload protector is fitted (according to point 6.2.2.2).
Vehicle Class A means vehicles of categories R1, R2 and S1
Vehicle Class B means vehicles with a mass exceeding 3 500 kg and not exceeding 8 000 kg of categories R3 and S2
Vehicle Class C1 means vehicles of categories R and S with maximum design speed not exceeding 30 km/h
Vehicle Class C2 means vehicles of categories R and S with maximum design speed not exceeding 40 km/h
Vehicle Class C3 means vehicles of categories R and S with maximum design speed exceeding 40 km/h
3. General requirements
3.1. The transmission of force from the coupling head to the towed vehicle's brakes shall be effected either by rod linkage or by one or more fluids. However, a sheathed cable (Bowden cable) may provide part of the transmission; this part shall be as short as possible. The control rods and cables shall not contact the towed vehicle frame or other surfaces that may affect the application or release of the brake.
3.2. All bolts at joints shall be adequately protected. In addition, these joints shall be either self-lubricating or readily accessible for lubrication.
3.3. Inertia braking devices shall be so arranged that in the case when the coupling head travels to its fullest extent, no part of the transmission seizes, undergoes permanent distortion, or breaks. This shall be checked by uncoupling the end of the transmission from the brake control levers.
3.4. The inertia braking system shall allow the towed vehicle to be reversed with the tractor without imposing a sustained drag force exceeding 0,08 g · GA. Devices used for this purpose shall act automatically and disengage automatically when the towed vehicle moves forward.
3.5. Any special device incorporated for the purpose of point 3.4 shall be such that the parking performance when facing up a gradient shall not be adversely affected.
3.6. Inertia braking systems may incorporate overload protectors. They shall not be activated at a force of less than Dop = 1,2 · D (when fitted at the control device) or at a force of less than Pop = 1,2 · P or at a pressure of less than pop = 1,2 · p (when fitted at the brake) where the force P or the pressure p corresponds to a braking force of B = 0,5 · g · GBo (in the case of Classes C2 and C3 vehicles) and B* = 0,35 · g · GBo (in the case of Class C1 vehicles).
4. Requirements for control devices
4.1. The sliding members of the control device shall be long enough to enable the full travel to be used even when the towed vehicle is coupled.
4.2. The sliding members shall be protected by a bellows or some equivalent device. They shall either be lubricated or be constructed of self-lubricating materials. The surfaces in frictional contact shall be made of a material such that there is neither electrochemical torque nor any mechanical incompatibility liable to cause the sliding members to seize.
4.3. The stress threshold (KA) of the control device shall be not less than 0,02 g · G′A and not more than 0,04 g · G′A. However, in the case of classes C1 and C2 vehicles the stress threshold (KA) of the control device may be in the range between 0,01 g · G′A and 0,04 g · G′A.
4.4. The maximum insertion force D1 shall not exceed 0,10 g · G′A in rigid drawbar towed vehicles and centre-axle towed vehicles and 0,067 g · G′A in multi-axled drawbar towed vehicles.
4.5. The maximum tractive force D2 shall be not less than 0,1 g · G′A and not more than 0,5 g · G′A. In the case of vehicles of class B, also the condition D2 ≥ 1 750 N + 0,05 g · G′A is permitted as long as D2 ≤ 0,5 g · G′A.
5. Tests and measurements to be carried out on the control devices
5.1. Control devices submitted to the Technical Service conducting the tests shall be checked for conformity with the requirements laid down in points 3 and 4.
5.2. The following shall be measured in respect of all types of brakes:
5.3. In the case of mechanical-transmission inertia braking systems, the following should be determined:
5.4. In the case of hydraulic-transmission inertia braking systems, the following shall be determined:
5.5. In the case of inertia braking system on multi-axled drawbar towed vehicles, the loss of travel so referred to in in point 10.4.1 shall be measured.
6. Requirements for brakes
6.1. In addition to the brakes to be checked, the manufacturer shall submit to the Technical Service conducting the tests, drawings of the brakes showing the type, dimensions and material of the essential components and the make and type of the linings. In the case of hydraulic brakes, these drawings shall show the surface area FRZ of the brake cylinders. The manufacturer shall also specify the braking torque M* and the mass GBo specified in point 2.2.4.
7. Tests and measurements to be carried out on the brakes
7.1. Brakes and components submitted to the Technical Service conducting the tests shall be tested for conformity with the requirements of point 6.
7.2. The following should be determined:
7.3. In the case of mechanical brakes, the following shall be determined:
7.4. In the case of hydraulic brakes, the following shall be determined:
8. Simulated gradient parking braking system force differential
8.1.1. The pivot points in the compensator shall lie in a straight line with the park brake at the rest position. Alternative arrangements can be used, if they provide equal tension in both rear cables, even when there are differences in travel between the rear cables.
| 8.1.2. | Drawing details are to be provided to demonstrate that the compensator articulation is sufficient to ensure equal cable tension is applied to each of the rear cables. The compensator needs to have sufficient distance across the width to facilitate the differential travels left to right. The jaws of the yokes also need to be deep enough relative to their width to make sure that they do not prevent articulation when the compensator is at an angle. Differential travel at compensator (scd) shall be derived from: Where: Sc′ = S′/iH (travel at compensator — forward operation) and Sc′ = 2 · SB/ig Scr = Sr/iH (travel at compensator — rearward operation) |
|---|---|
| Sc′ = S′/iH | (travel at compensator — forward operation) and Sc′ = 2 · SB/ig |
| Scr = Sr/iH | (travel at compensator — rearward operation) |
9. Test reports
Applications for the approval of towed vehicles equipped with inertia braking systems shall be accompanied by the test reports relating to the control device and the brakes and the test report on the compatibility of the inertia type control device, the transmission device and the brakes of the towed vehicle, these reports including at least the particulars prescribed in Article 9 of Implementing Regulation (EU) 2015/504.
10. Compatibility between the control device and the brakes of a vehicle
10.1. A check shall be made on the vehicle to verify in the light of the characteristics of the control device, the characteristics of which are mentioned in the test report, the characteristics of the brakes mentioned in the test report and the towed vehicle characteristics referred to in the test report, whether the towed vehicle's inertia braking system meets the prescribed requirements.
11. General comments
The above requirements apply to the most usual embodiments of mechanical-transmission or hydraulic-transmission inertia braking systems where, in particular, all of the towed vehicle's wheels are equipped with the same type of brake and the same type of tyre. For checking less usual embodiments, the above requirements shall be adapted to the circumstances of the particular case.
Appendix 1
Explanatory diagrams
Figure 1
Symbols valid for all types of brakes
(See point 2.2 of this Annex)
Figure 2
Mechanical-transmission
(See points 2.2.10 and 5.3.2 of this Annex)
Figure 3
Hydraulic-transmission
(See points 2.2.10 and 5.4.2 of this Annex)
Figure 4
Brake checks
(See point 2.2.22 and 2.3.4 of this Annex)
Figure 5
Mechanical-transmission braking system
(See point 2.3 of this Annex)
Figure 5A
Mechanical-transmission braking system
(See point 2.3 of this Annex)
Figure 6
Mechanical Brake
(see point 2 of this Annex)
Figure 7
Hydraulic Brake
(See point 2 of this Annex)
Figure 8
Hydraulic-Transmission Braking System
(See point 2 of this Annex)
ANNEX IX
Requirements applying to vehicles with hydrostatic drive and their braking devices and braking systems
1. Definitions
For the purposes of this Annex:
1.1. ‘hydrostatic braking system’ means a braking system (either as a service and/or secondary braking system) that only uses the braking power of the hydrostatic drive;
1.2. ‘combination hydrostatic braking system’ means a braking system utilising both, the hydrostatic and friction braking effect, where, however, the braking forces are generated by a predominant braking proportion generated by the hydrostatic drive. The minimum prescribed proportion of the friction brake on the braking effect is specified in point 6.3.1.1;
1.3. ‘combination friction braking system’ means a braking system utilising both, the friction and hydrostatic braking effect, where, however, the braking forces are generated by a predominant braking proportion generated by the friction brakes. The minimum prescribed proportion of the friction brake on the braking effect is specified in point 6.3.1.2;
1.4. ‘friction braking system’ means a braking system where the braking forces are generated only by the friction brakes without taking into account of the braking effect of the hydrostatic braking system;
1.5. ‘graduated hydrostatic braking’ means the hydrostatic braking through which the driver is able to increase or decrease the vehicle speed at any time by a progressive action on its control device.
1.6. ‘hydrostatic drive control device’ which means a device, such as a lever or pedal, used to vary the vehicle speed.
1.7. ‘service brake control device’ means the control device by whose operation the prescribed service braking performance is attained;
1.8. ‘inch device’ means the device that affects the speed of the vehicle independently of the hydrostatic drive control.
2. Scope
This Annex applies to vehicles with maximum design speed up to 40 km/h, equipped with a hydrostatic drive which cannot be disengaged during travel and is declared by the vehicle manufacturer to act as a braking system or braking device which may be either:
2.1. a service braking system and a secondary braking system or one of those two systems. A service braking system may be one of the braking systems mentioned below under the condition that the service braking performance as specified in point 6.3.1 is fulfilled: 2.1.1. ‘Hydrostatic braking system’, 2.1.2. ‘Combination hydrostatic braking system’, 2.1.3. ‘Combination friction braking system’, 2.1.4. ‘Friction braking system’; or
2.2. a part of the braking systems mentioned under 2.1.
3. Special purpose vehicles
For special purpose works, some vehicles are equipped with a hydrostatic drive used both to retard and to propel the vehicle. This type of drive can therefore be recognised as a braking system, whether alone or in combination with a friction brake.
4. Classification of vehicles
4.1. Class I : vehicles with a maximum design speed ≤ 12 km/h.
4.2. Class II : vehicles with a maximum design speed > 12 km/h and ≤ 30 km/h.
4.3. Class III : vehicles with a maximum design speed > 30 km/h and ≤ 40 km/h.
5. Requirements
5.1.1. The drive control device shall be constructed in such a way that accidental reversing is prevented during a journey on the road.
5.1.2. To facilitate vehicle recovery, a device is required disengaging the connection between engine and drive wheels. It shall be impossible to operate this device from the driving position during the journey on the road. If a tool is needed to operate this device, it shall be carried on the vehicle.
5.2.1.1. It shall be possible to apply graduated braking action of the service braking system. The driver shall be able to achieve this braking action from his driving seat and retain control of the steering device on the tractor with at least one hand.
5.2.1.3. Contrary to point 5.2.1.1, with vehicles of Class I and Class II, when braking with the service brake system another brake system may also be used (secondary or parking braking system) to bring the vehicle to a stop on a gradient in the event of a residual creep speed.
5.2.2.1. With regard to the secondary braking system the relevant requirements of point 2.1.2.2 of Annex I shall be fulfilled.
With regard to the parking braking system the requirements of point 2.1.2.3 of Annex I shall be fulfilled.
5.2.3.1. If, in the case of a hydrostatic drive, the vehicle cannot be stopped on a gradient, then it is permissible to operate the parking braking system to stop the vehicle from residual creep speed to standstill. For this purpose the parking braking system has to be designed such that it is possible for it to be actuated during driving.
5.3.1. The set of braking systems with which a vehicle is equipped shall satisfy the requirements laid down for service, secondary and parking braking systems.
5.3.2. In the event of breakage of any component other than the brakes or the components referred to in point 2.2.1.2.7 of Annex I, or of any other failure of the service braking system the secondary braking system or that part of the service braking system which is not affected by the failure, shall be able to bring the vehicle to a halt in the conditions prescribed for secondary braking, in particular, when the secondary braking system and the service braking system have a common control device and a common transmission; for example, when the braking effect is dependent on the operation of the proper operation of the power transmission i.e. converter, hydraulic pumps, pressure pipes, hydraulic motors or comparable components.
5.3.3. The systems providing service, secondary and parking braking may have common components as long as they fulfil the conditions as specified in point 2.2.1.2 of Annex I.
5.3.4. The braking force distribution of the service brake system shall be designed in such a way that during braking there is no significant moment around the vertical axis of the vehicle if the limit of adhesion between tyres and road on homogeneous road surfaces is not attained.
5.3.5. The braking force distribution of the service braking system shall be by design such that during braking with the service brake system on surfaces with different coefficients of friction of split-μ 0,2/0,8 a minimum deceleration can be achieved that is at least 55 % of the mean fully deceleration dm of the service braking system prescribed for the respective vehicle class (see point 6.3). This can be proven by calculations; in this case the rolling resistance shall not be taken into consideration.
5.3.6. By way of derogation from point 5.3.2, in the event of a failure in the pump control device of the hydrostatic drive, it shall be possible to stop the vehicle with the performance prescribed for the secondary braking system. However, under this failure condition an additional device may be actuated that can always be easily operated from the driving position (for example a device acting on the engine speed, including the engine shut off control).
5.3.7. In the case of an inch device, or other comparable device, which can be operated during driving, provisions shall be taken to ensure that all prescribed requirements of this Annex (especially the braking performance) are still complied with when this type of device is actuated.
5.3.8. The relevant requirements of point 2.2.1.29 and point 2.2.1.12 of Annex I shall be fulfilled.
5.3.9. The energy storage devices (energy reservoirs) of power-driven vehicles shall be such that after eight full-stroke actuations of the service braking system control device the pressure remaining in the energy storage device(s) shall be not less than the pressure required to obtain the specified secondary braking performance.
5.3.10. The pneumatic/hydraulic auxiliary equipment shall be supplied with energy in such a way that during its operation, the prescribed deceleration 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 of Annex I.
5.3.11. The relevant requirements of point 2.2.1.10 of Annex I shall be fulfilled.
5.3.12. In the case of a tractor equipped with a complex electronic vehicle control systems according to Annex X, the requirements of that Annex shall be applied and the operation of the system shall not be adversely affected by magnetic or electrical fields. This shall be demonstrated by compliance with the technical requirements laid down in accordance with the relevant provisions of Article 19 of Delegated Regulation (EU) 2015/208.
5.3.13. If a tractor with a hydrostatic drive is authorised to tow a category R2, R3, R4 or S2 vehicle shall satisfy the relevant requirements of point 2.1.4, 2.1.5, 2.2.1.16, 2.2.1.17 and 2.2.1.18 of Annex I.
5.3.14. Where a tractor 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 requirements of point 3.3 of Annex II shall be satisfied for the non-hydrostatic part of the service braking system.
6. Braking tests
6.1.1. The relevant requirements of point 2.1 of Annex II shall be fulfilled.
6.2.1.1. The brake shall be cold. A brake is deemed to be cold when the conditions as specified in point 2.2.1.1 of Annex II are met.
6.2.1.2. The test shall be conducted under the conditions as specified in point 2.2.1.3 of Annex II.
6.2.1.3. The road shall be level.
6.2.2. In the case of manually operated drive control device (Class I and Class II vehicles), the performance of the service brake shall be assessed by moving the drive lever to neutral just before operating the service brake in order to ensure not to brake against the hydrostatic system. In the case of Class III vehicles this sequence shall be automatic, using only the service brake control device.
| Laden & Unladen | Class I | Class II | Class III | ||
|---|---|---|---|---|---|
| (v in km/h; s in m; dm in m/s2) | v | ≤ 12 | ≤ 30 | ≤ 40 | |
| 6.3.1. | Service braking system | s | ≤ 0,15v + v2/78 | ≤ 0,15v + v2/92 | ≤ 0,15v + v2/130 |
| dm | ≥ 3,0 | ≥ 3,55 | ≥ 5,0 | ||
| 6.3.1.1. | Minimum braking portion of friction brake(s) in a combination hydrostatic braking system | s | ≤ 0,15v + v2/26 | ≤ 0,15v + v2/40 | ≤ 0,15v + v2/40 |
| dm | ≥ 1,0 | ≥ 1,5 | ≥ 1,5 | ||
| 6.3.1.2. | Minimum braking portion of friction brake(s) within a combination friction braking system | s | ≤ 0,15v + v2/52 | ≤ 0,15v + v2/52 | ≤ 0,15v + v2/78 |
| dm | ≥ 2,0 | ≥ 2,0 | ≥ 3,0 | ||
| 6.3.2. | Secondary braking system | s | ≤ 0,15v + v2/40 | ≤ 0,15v + v2/40 | ≤ 0,15v + v2/57 |
| dm | ≥ 1,5 | ≥ 1,5 | ≥ 2,2 |
6.4.1. The service brakes 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 with a laden vehicle driven at a steady speed of 40 km/h on a 7 per cent down-gradient for a distance of 1,7 km.
| 6.4.2. | Alternately, the test may be carried out on a level road, the tractor being drawn by a tractor; 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 per cent of the maximum total stationary axle load of the tested tractor). 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 table below: Speed [km/h] Distance [metres] 40 1 700 30 1 950 20 2 500 15 3 100 |
|---|---|
| Speed [km/h] | Distance [metres] |
| 40 | 1 700 |
| 30 | 1 950 |
| 20 | 2 500 |
| 15 | 3 100 |
6.4.3. As an alternative to the procedure with continuous braking described in points 6.4.1 and 6.4.2., the test procedure described in point 2.3.1 of Annex II with repeated braking may also be used.
| 6.4.4. | Hot performanceAt the end of the Type-I test 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 (the temperature conditions may be different). 6.4.4.1. The hot braking performance of the service braking system shall not be below the limits given in the table of following point 6.4.4.2. 6.4.4.2. Minimum prescribed hot performance (Type-I test) Service braking system Hot performance as % of the prescribed value Hot performance as % of the value recorded during Type-0 test Hydrostatic braking system 90 90 Combination hydrostatic braking system 90 80 Combination friction braking system 80 60 Friction braking system 80 60 | |
|---|---|---|
| 6.4.4.1. | The hot braking performance of the service braking system shall not be below the limits given in the table of following point 6.4.4.2. | |
| 6.4.4.2. | Minimum prescribed hot performance (Type-I test) Service braking system Hot performance as % of the prescribed value Hot performance as % of the value recorded during Type-0 test Hydrostatic braking system 90 90 Combination hydrostatic braking system 90 80 Combination friction braking system 80 60 Friction braking system 80 60 | |
| Service braking system | Hot performance as % of the prescribed value | Hot performance as % of the value recorded during Type-0 test |
| Hydrostatic braking system | 90 | 90 |
| Combination hydrostatic braking system | 90 | 80 |
| Combination friction braking system | 80 | 60 |
| Friction braking system | 80 | 60 |
6.4.5. The type-I Test can be omitted provided that the following two conditions are met:
6.5.1. With regard to the parking braking system the requirements of point 3.1.3 of Annex II shall be fulfilled.
6.5.2. To check compliance with the requirement specified in point 2.2.1.2.4 of Annex I, a Type-0 test shall be carried out with the laden vehicle at an initial test speed of v ≥ 0,8 vmax. The mean fully developed deceleration on application of the control device of the parking braking system and the deceleration immediately before the vehicle stops shall not be less than 1,5 m/s2. The force exerted on the braking control device shall not exceed the specified values. In the case of a manually operated drive control (Class I and Class II vehicles), the performance of the parking brake system in motion shall be assessed by moving the drive control to neutral just before operating the parking braking system in order to ensure not to brake against the hydrostatic system. In the case of Class III vehicles this sequence shall be automatic, using only the parking brake control device.
ANNEX X
Requirements applying to the safety aspects of complex electronic vehicle control systems
1. General
This Annex lays down the requirements for type-approval testing, fault strategy and verification with respect to the safety aspects of complex electronic vehicle control systems related to the braking of agricultural and forestry vehicles.
2. Requirements
All complex electronic vehicle control systems shall comply with the provisions of Annex 18 to UNECE Regulation No 13, as referenced in the following table:
| UNECE Regulation No | Subject | Series of amendments | OJ Reference |
|---|---|---|---|
| 13 | Approval of vehicles of categories M, N and O with regard to braking | Supplement 5 to the 10 series of amendments 11 series of amendments | L 257, 30.9.2010, p. 1 L 297, 13.11.2010, p. 183 |
ANNEX XI
Requirements and test procedures applying to anti-lock braking systems and to vehicles fitted with them
1. Definitions
For the purposes of this Annex:
1.1. ‘integrated endurance braking system’ means an endurance braking system whose control device is integrated with that of the service braking system in such a way that both endurance and service braking systems are applied simultaneously or suitably phased by operation of the combined control device;
1.2. ‘sensor’ means a component designed to identify and transmit to the controller the conditions of rotation of the wheel(s) or the dynamic conditions of the vehicle;
1.3. ‘controller’ means a component designed to evaluate the data transmitted by the sensor(s) and to transmit a signal to the modulator;
1.4. ‘modulator’ means a component designed to vary the braking force(s) in accordance with the signal received from the controller;
1.5. ‘indirectly controlled wheel’ means a wheel whose braking force is modulated according to data provided by the sensor(s) of other wheel(s);
1.6. ‘full cycling’ means that the anti-lock braking system is repeatedly modulating the brake force to prevent the directly controlled wheels from locking and excluding brake applications where modulation only occurs once during the stop;
1.7. ‘full force’ means the maximum force laid down in the braking tests and performance of braking systems according to this Regulation.
For the purposes of directly and indirectly controlled wheels, anti-lock braking systems with ‘select-high’ control are deemed to include both directly and indirectly controlled wheels; in systems with ‘select-low’ control, all sensed wheels are deemed to be directly controlled wheels.
2. General
2.1. This Annex lays down the required braking performance for agricultural vehicles fitted with anti-lock braking systems. The maximum design speed for which such requirements are provided is meant, throughout this Annex, to be in the forward direction of the vehicle travel, unless otherwise explicitly mentioned.
2.2. The anti-lock braking systems known at present comprise a sensor or sensors, a controller or controllers and a modulator or modulators. Any device of a different design which may be introduced in the future, or where an anti-lock braking function is integrated into another system, shall be deemed to be anti-lock braking systems within the meaning of this Annex if they provide performances equal to those prescribed by this Annex.
2.3. Deviations from the prescribed test procedures are permitted in case that testing conditions cannot be complied with due to a too low maximum design speed of the tractor. In such a case the equivalence of the prescribed performances has to be demonstrated with the method of assessment and results being appended to the type approval report.
3. Types of anti-lock braking systems
3.1. A tractor is deemed to be equipped with an anti-lock braking system if one of the following systems is fitted:
3.2. A towed vehicle shall be deemed to be equipped with an anti-lock braking system when at least two wheels on opposite sides of the vehicle are directly controlled and all remaining wheels are either directly or indirectly controlled by the anti-lock braking system. In the case of drawbar towed vehicles, at least two wheels on one front axle and two wheels on one rear axle shall be directly controlled with each of these axles having at least one independent modulator and all remaining wheels are either directly or indirectly controlled. In addition, the anti-lock equipped towed vehicle shall meet one of the following conditions:
4. General requirements
4.3. In the event of a failure as described in point 4.1, the following requirements shall apply:
4.4. The operation of the system shall not be adversely affected by magnetic or electrical fields. That requirement shall be demonstrated by compliance with the technical requirements laid down in Article 19 of Delegated Regulation (EU) 2015/208.
4.5. A manual device shall not be provided to disconnect or change the control mode of the anti-lock braking system, except on tractors of category T or C. Where a device is fitted to tractors of category T or C, the following conditions shall be met:
4.6. In the case of vehicles which are equipped with an anti-lock braking system and with an integrated endurance braking system, the anti-lock braking system shall act at least on the service brakes of the endurance braking system's controlled axle and on the endurance braking system itself, and shall fulfil the relevant requirements of this Annex.
4.7. In the case of towed vehicles with pneumatic braking systems, full cycling of the anti-lock braking system is only assured when the pressure available at any brake actuator of a directly controlled wheel is more than 100 kPa above the maximum cycling pressure throughout a given test. The supply pressure available may not be increased above 800 kPa. In the case of towed vehicles with hydraulic braking systems, full cycling of the anti-lock braking system is only assured when the pressure available at any brake actuator of a directly controlled wheel is more than 1 750 kPa above the maximum cycling pressure throughout a given test. The available energy level provided to the anti-lock braking system may not be increased above 14 200 kPa.
5. Special provisions concerning tractors
Tractors equipped with anti-lock braking systems shall maintain their performance when the service braking control device is fully applied for long periods. Compliance with the requirement shall be verified by means of the procedure referred to in points 5.1.1, 5.2.3, 5.2.4, 5.2.5, 5.3, 6.1.1, 6.1.3, 6.1.4, 6.3:
5.1.1.1. The initial energy level in the energy storage device(s) shall be that specified by the manufacturer. This level shall be at least such as to ensure the efficiency prescribed for service braking when the vehicle is laden. The energy storage device(s) for pneumatic auxiliary equipment shall be isolated.
5.1.1.2. From an initial speed of not less than 50 km/h (or vmax, whichever is lower), on a surface with a coefficient of adhesion of 0,3 or less, the brakes of the laden vehicle shall be fully applied for a time t, during which time the energy consumed by the indirectly controlled wheels shall be taken into consideration and all directly controlled wheels shall remain under control of the anti-lock braking system throughout that time. Until such test surfaces become generally available, tyres at the limit of wear, and higher values up to 0,4 may be used at the discretion of the technical service. The actual value obtained and the type of tyres and surface shall be recorded.
5.1.1.3. The vehicle's engine shall be then stopped or the supply to the energy storage device(s) cut off.
5.1.1.4. The service braking control device shall be then fully actuated four times in succession with the vehicle stationary.
5.1.1.5. When the control device is applied for the fifth time, it shall be possible to brake the vehicle with at least the performance prescribed for secondary braking of the laden vehicle.
5.1.1.6. During the tests, in the case of a vehicle authorised to tow a vehicle equipped with a compressed-air braking system, the supply line shall be blocked off and an energy storage device of 0,5 litre capacity shall be connected to the control line (in accordance with point 1.2.2.3 of Annex IV, section A). When the brakes are applied for the fifth time, as provided in point 5.1.1.5 of this Annex, the energy level supplied to the control line shall not be below half the level obtained at a full application starting with the initial energy level.
5.1.2.1. The coefficient of adhesion of the road surface is measured with the vehicle in question, by the method described in point 1.1 of Appendix 2.
5.1.2.2. The braking test shall be conducted with the engine disconnected and idling, and with the vehicle laden.
5.1.2.3. The braking time t shall be 15 seconds.
5.1.2.4. If the time t cannot be completed in a single braking phase, further phases may be used, up to a maximum of four in all.
5.1.2.5. If the test is conducted in several phases, no fresh energy shall be supplied between the phases of the test. From the second phase, the energy consumption corresponding to the initial brake application may be taken into account, by subtracting one full brake application from the four full applications prescribed in points 5.1.1.4, 5.1.1.5, 5.1.1.6 and 5.1.2.6 for each of the second, third and fourth phases used in the test procedure prescribed in point 5.1.1 as applicable.
5.1.2.6. The performance prescribed in point 5.1.1.5 shall be deemed to be satisfied if, at the end of the fourth application, with the vehicle stationary, the energy level in the storage device(s) is at or above that required for secondary braking with the laden vehicle.
5.2.1. The utilisation of adhesion by the anti-lock braking system takes into account the actual increase in braking distance beyond the theoretical minimum. The anti-lock braking system shall be deemed to be satisfactory when the condition ε ≥ 0,75 is satisfied, where ε represents the adhesion utilised, as described in point 1.2 of Appendix 2.
5.2.2. The adhesion utilisation (ε) shall be measured on road surfaces with a coefficient of adhesion of 0,3 or less, and of about 0,8 (dry road), with an initial speed of 50 km/h or vmax, whichever is the lower. To eliminate the effects of differential brake temperatures it is recommended that zAL (see Appendix 1) be determined prior to the determination of k. Until such test surfaces become generally available, tyres at the limit of wear, and higher values up to 0,4 may be used at the discretion of the technical service. The actual value obtained and the type of tyres and surface shall be recorded.
5.2.3. The test procedure to determine the coefficient of adhesion (k) and the formulae for calculation of the adhesion utilisation (ε) shall be those laid down in Appendix 2.
5.2.4. The utilisation of adhesion by the anti-lock braking system shall be checked on complete vehicles equipped with anti-lock braking systems of categories 1 or 2. In the case of vehicles equipped with category 3 anti-lock braking systems, only the axle(s) with at least one directly controlled wheel shall satisfy this requirement.
5.2.5. The condition ε ≥ 0,75 shall be checked with the vehicle laden and unladen. The laden test on the high-adhesion surface may be omitted if the prescribed force on the control device does not achieve full cycling of the anti-lock braking system. For the unladen test, the control force may be increased up to 1 000 N if no cycling is achieved with its full force value. A higher force value than the one of the full force may be used if required to activate the anti-lock braking system. If 1 000 N is insufficient to make the system cycle, then this test may be omitted. For air braking systems, the air pressure may not be increased above the cut-out pressure for the purpose of this test.
The following additional checks shall be carried out with the engine disconnected, with the vehicle laden and unladen:
5.3.1. The wheels directly controlled by an anti-lock braking system shall not lock when the full force is suddenly applied on the control device, on the road surfaces specified in point 5.2.2, at an initial speed of 40 km/h and at a high initial speed as indicated in the table below: Condition Maximum test speed High adhesion surface 0,8 vmax ≤ 80 km/h Low adhesion surface 0,8 vmax ≤ 70 km/h
5.3.2. When an axle passes from a high-adhesion surface (kH) to low-adhesion surface (kL) where kH ≥ 0,5 and kH/kL ≥ 2, with the full force applied on the control device, the directly controlled wheels shall not lock. The running speed and the instant of applying the brakes shall be so calculated that, with the anti-lock braking system fully cycling on the high-adhesion surface, the passage from one surface to the other is made at high and at low speed, under the conditions laid down in point 5.3.1 above.
5.3.3. When a vehicle passes from a low-adhesion surface (kL) to a high-adhesion surface (kH) where kH ≥ 0,5 and kH/kL ≥ 2, with the full force applied on the control device, the deceleration of the vehicle shall rise to the appropriate high value within a reasonable time and the vehicle shall not deviate from its initial course. The running speed and the instant of applying the brakes shall be so calculated that, with the anti-lock braking system fully cycling on the low-adhesion surface, the passage from one surface to the other occurs at approximately 50 km/h or 0,8 vmax, whichever is the lower.
5.3.4. In the case of vehicles equipped with anti-lock braking systems of categories 1 and 2, when the right and left wheels of the vehicle are situated on surfaces with differing coefficients of adhesion (kH and kL) where kH ≥ 0,5 and kH/kL ≥ 2 the directly controlled wheels shall not lock when the full force is suddenly applied on the control device at a speed of 50 km/h or 0,8 vmax, whichever is the lower.
5.3.5. Furthermore, laden vehicles equipped with anti-lock braking systems of category 1 shall, under the conditions of point 5.3.4, satisfy the braking rate prescribed in Appendix 3.
5.3.6. However, in the tests provided for in points 5.3.1, 5.3.2, 5.3.3, 5.3.4 and 5.3.5, brief periods of wheel-locking are allowed. Furthermore, wheel-locking is permitted when the vehicle speed is less than 15 km/h; likewise, locking of indirectly controlled wheels is permitted at any speed, but stability and steerability shall not be affected.
5.3.7. During the tests provided for in points 5.3.4 and 5.3.5, steering correction is permitted if the angular rotation of the steering control device is within 120° during the initial 2 seconds and not more than 240° in all. Furthermore, at the beginning of these tests the longitudinal median plane of the vehicle shall pass over the boundary between the high- and low-adhesion surfaces and during these tests no part of the (outer) tyres shall cross this boundary.
5.3.8. The following notes are taken into account: 5.3.8.1. kH and kL are measured as laid down in Appendix 2 to this Annex. 5.3.8.2. The purpose of the tests in the following points 5.3.1, 5.3.2, 5.3.3 and 5.3.4 is to check that the directly controlled wheels do not lock and that the vehicle remains stable. In these tests a higher force value than the one of the full force may be used if required to activate the anti-lock braking system. 5.3.8.3. With regard to points 5.3.1 and 5.3.2 it is not necessary, therefore, to make complete stops and bring the vehicle to a complete halt on the low-adhesion surface.
6. Special provisions concerning towed vehicles
Towed vehicles equipped with anti-lock braking systems shall be so designed that, even after the service braking control device has been fully applied for some time, the vehicle retains sufficient energy to bring it to a halt within a reasonable distance.
6.1.1. Compliance with the above requirement shall be checked by the procedure specified below, with the vehicle unladen, on a straight and level road with a surface having a good coefficient of adhesion, and with the brakes adjusted as closely as possible and with the brake load sensing device (if fitted) held in the 'laden' position throughout the test. If the coefficient of adhesion of the test track is too high, preventing the anti-lock braking system from cycling then the test may be carried out on a surface with a lower coefficient of adhesion.
6.1.2. In the case of compressed-air braking systems, the initial energy level in the energy storage device(s) shall be equivalent to a pressure of 800 kPa at the coupling head of the towed vehicle's supply line.
6.1.3. With an initial vehicle speed of at least 30 km/h, the brakes shall be fully applied for a time t = 15 s, during which time the energy consumed by the indirectly controlled wheels shall be taken into consideration and all directly controlled wheels shall remain under control of the anti-lock braking system. During this test, the supply to the energy storage device(s) shall be cut off. If the time t = 15 s cannot be completed in a single braking phase, further phases may be used. During these phases, no fresh energy shall be supplied to the energy storage device(s) and, as from the second phase, the additional energy consumption for filling the actuators is to be taken into account, e.g. by the following test procedure. The pressure in the reservoir(s) when starting the first phase is to be that stated in point 6.1.2. At the beginning of the following phase(s), the pressure in the reservoir(s) after application of the brakes shall be not less than the pressure in the reservoir(s) at the end of the preceding phase. At the subsequent phase(s), the only time to be taken into account is from the point at which the pressure in the reservoir(s) is equal to that at the end of the preceding phase.
6.1.4. At the end of the braking, with the vehicle stationary, the service braking control device shall be fully actuated four times. During the fifth application, the pressure in the operating circuits shall be sufficient to provide a total braking force at the periphery of the wheels equal to not less than 22,5 % of the maximum stationary wheel load and without causing an automatic application of any braking system not being under the control of the anti-lock braking system.
6.2.1. Towed vehicles equipped with an anti-lock braking system shall be deemed acceptable when the condition ε ≥ 0,75 is satisfied, where ε represents the adhesion utilised, as defined in point 2 of Appendix 2. This condition shall be verified with the vehicle unladen, on a straight and level road with a surface having a good coefficient of adhesion. If the coefficient of adhesion of the test track is too high, preventing the anti-lock braking system from cycling then the test may be carried out on a surface with a lower coefficient of adhesion. In the case of trailers fitted with a brake load sensing device the pressure setting may be increased to ensure full cycling.
6.2.2. To eliminate the effects of differential brake temperatures, it is recommended that zRAL be determined prior to the determination of kR.
6.3.1. At speeds exceeding 15 km/h, the wheels directly controlled by an anti-lock braking system shall not lock when the full force is suddenly applied on the control device of the tractor. This shall be checked, under the conditions prescribed in point 6.2, at initial speeds of 40 km/h and 60 km/h.
6.3.2. The provisions of this point shall only apply to towed vehicles equipped with an anti-lock braking system of category A. When the right and left wheels are situated on surfaces which produce differing maximum braking rates (zRALH and zRALL), where the directly controlled wheels shall not lock when the force is suddenly applied on the control device of the tractor at a speed of 50 km/h. The ratio zRALH/zRALL may be ascertained by the procedure in point 2 of Appendix 2 or by calculating the ratio zRALH/zRALL. Under this condition, the unladen vehicle shall satisfy the prescribed braking rate in Appendix 3. In the case of towed vehicle equipped with a brake load sensing device, the pressure setting of the device may be increased to ensure full cycling.
6.3.3. At vehicle speeds ≥15 km/h, the directly controlled wheels are permitted to lock for brief periods, but at speeds < 15 km/h, any locking is permissible. Indirectly controlled wheels are permitted to lock at any speed. In all cases, stability shall not be affected.
Appendix 1
Symbols
The following symbols are used in Appendices 2, 3 and 4:
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