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
- 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.
- 1.4. The adjustment of the brake(s) shall, prior to the Type-III test below, be set according to the following procedures as appropriate:
- 1.4.1. In the case of air operated towed vehicle brake(s), 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: s0 > 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 re-adjust 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.
- 1.4.2. In the case of hydraulically operated towed vehicle disc brakes no setting requirements are deemed necessary.
- 1.4.3. In the case of hydraulically operated towed vehicle drum brakes the adjustment of the brakes shall be as specified by the manufacturer.
- 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
| P | = | part of the vehicle mass borne by the axle under static conditions |
| --- | --- | --- |
| F | = | normal reaction of road surface on the axle under static conditions = P·g |
| --- | --- | --- |
| FR | = | total normal static reaction of road surface on all wheels of towed vehicle |
| --- | --- | --- |
| Fe | = | test axle load |
| --- | --- | --- |
| Pe | = | Fe / g |
| --- | --- | --- |
| g | = | acceleration due to gravity: g = 9.81 m/s2 |
| --- | --- | --- |
| C | = | brake input torque |
| --- | --- | --- |
| C0 | = | brake input threshold torque. This torque may be determined by extrapolation of measurements within a range not exceeding 15 per cent braking rate or other equivalent methods |
| --- | --- | --- |
| C0,dec | = | declared brake input threshold torque |
| --- | --- | --- |
| Cmax | = | maximum brake input torque |
| --- | --- | --- |
| 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 |
| --- | --- | --- |
| T | = | brake force at tyre/road interface |
| --- | --- | --- |
| TR | = | total brake force at tyre/road interface of the towed vehicle |
| --- | --- | --- |
| M | = | brake torque = T.R |
| --- | --- | --- |
| z | = | braking rate = T/F or M/(R·F) |
| --- | --- | --- |
| s | = | actuator stroke (working stroke plus free stroke) |
| --- | --- | --- |
| sp | = | the effective stroke (the stroke at which the output thrust is 90 % of the average thrust ThA) Image omitted; see official source |
| --- | --- | --- |
| ThA | = | average thrust (the average thrust is determined by integrating the values between 1/3 and 2/3 of the total stroke Smax) |
| --- | --- | --- |
| l | = | lever length |
| --- | --- | --- |
| r | = | internal radius of brake drums or effective radius of brake discs |
| --- | --- | --- |
| p | = | brake actuation pressure |
- 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. Track tests
- 3.1.1. The brake performance tests should preferably be carried out on a single axle only.
- 3.1.2. The results of tests on a combination of axles may be used in accordance with point 2.1 of this Annex provided that each axle contributes equal braking energy input during the drag and hot brake tests.
- 3.1.2.1. This is ensured if the following are identical for each axle: braking geometry, lining, wheel mounting, tyres, actuation and pressure distribution in the actuators.
- 3.1.2.2. The documented result for a combination of axles will be the average for the number of axles, as though a single axle had been used.
- 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.
- 3.1.5. The initial speed of the test shall be that prescribed. The final speed shall be calculated by the following formula:
Image omitted; see official source
However, in the case of Type-III test, the speed correction formula according to point 2.5.4.2 of Annex II applies
Where:
| v1 | = | initial speed (km/h), |
| --- | --- | --- |
| v2 | = | final speed (km/h), |
| --- | --- | --- |
| Po | = | mass of the tractor (kg) under test conditions, |
| --- | --- | --- |
| P1 | = | part of the mass of the towed vehicle borne by the unbraked axle(s) (kg), |
| --- | --- | --- |
| P2 | = | part of the mass of the towed vehicle borne by the braked axle(s) (kg). |
3.2. Inertia dynamometer 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.
- 3.2.2. The test shall be carried out with a complete wheel, including the tyre, mounted on the moving part of the brake, as it would be on the vehicle. The inertia mass may be connected to the brake either directly or via the tyres and wheels.
- 3.2.2.1. By way of derogation from point 3.2.2, the test may be also carried out without a tyre under the condition that no cooling is permitted. However, in order to suck away toxic or harmful gases from the test chamber a small air circulation is permitted.
- 3.2.3. Under the conditions specified in point 3.2.2, air cooling at a velocity and air flow direction simulating actual conditions may be used during the heating runs, the speed of the air flow being
vair = 0,33 v
Where:
| v | = | vehicle test speed at initiation of braking. |
The temperature of the cooling air shall be the ambient temperature.
- 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. Rolling road dynamometer tests
- 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.
- 3.3.2. Air cooling at a velocity and air flow direction simulating actual conditions may be used during the heating runs, the speed of the air flow being
vair = 0,33 v
Where:
| v | = | vehicle test speed at initiation of braking. |
The temperature of the cooling air shall be the ambient temperature.
- 3.3.3. The braking time shall be 1 second after a maximum build-up time of 0,6 second.
3.4. Test conditions (General)
- 3.4.1. The test brake(s) shall be instrumented so that the following measurements can be taken:
- 3.4.1.1. A continuous recording to enable the brake torque or force at the periphery of the tyre to be determined;
- 3.4.1.2. A continuous recording of air pressure in the brake actuator;
- 3.4.1.3. Vehicle speed during the test;
- 3.4.1.4. Initial temperature on the outside of the brake drum or brake disc;
- 3.4.1.5. Brake actuator stroke used during Type-0 and Type-I or Type-III tests.
3.5. Test procedures
3.5.1. Supplementary cold performance test
The preparation of the brake shall be in accordance with point 3.5.1.1.
3.5.1.1. Bedding in (burnishing) procedure
- 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:
- 3.5.1.1.7.1. Calculate the input torque to produce theoretical performance values equivalent to 0,2, 0,35 and 0,5 + 0,05 TR/Test Mass.
- 3.5.1.1.7.2. Once the input torque value has been determined for each braking rate, this value shall remain constant throughout each and subsequent brake applications (e.g. constant pressure).
- 3.5.1.1.7.3. Make a brake application with each of the input torques determined in point 3.5.1.1.7.1 from an initial speed of 60 km/h. The initial temperature at the lining/drum or pad/disc interfaces shall not exceed 100 °C before each application.
- 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. Fade test (Type-I test)
- 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.
3.5.3. Fade test (Type-III test)
3.5.3.1. Test methods for repeated braking
3.5.3.1.1. Track tests (see Annex II, point 2.5)
3.5.3.1.2. Inertia dynamometer 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:
Image omitted; see official source
3.5.3.1.3. Rolling road dynamometer test
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. Performance requirements for automatic brake adjustment devices
- 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.
- 3.6.2. The following requirements shall apply to an alternative automatic brake adjustment device installed on a brake for which a test report already exists.
3.6.2.1. Brake performance
Following heating of the brake(s) carried out in accordance with the procedures described in points 3.5.2 (Type-I test) or 3.5.3 (Type-III test), as appropriate, one of the following provisions shall apply:
- (a) the hot performance of the service braking system shall be ≥ 80 per cent of the prescribed Type-0 performance; or
- (b) the brake shall be applied with a brake actuator pressure as used during the Type-0 test; at this pressure the total actuator stroke (sA) shall be measured and shall be ≤ 0,9 sp value of the brake chamber.
| sp | = | the effective stroke means the stroke at which the output thrust is 90 % of the average thrust (ThA) — see point 2. |
- 3.6.2.2. On completion of the tests specified in point 3.6.2.1, the requirements laid down in point 3.6.3 shall be verified.
- 3.6.3. Free running test
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:
- 3.6.3.1. Wheels are running freely (i.e. wheels can be rotated by hand);
- 3.6.3.2. It is ascertained that at a constant speed equivalent to v = 60 km/h with the brake(s) released the asymptotic temperature shall not exceed a drum/disc temperature increase of 80 °C, then this residual brake moment is regarded as acceptable.
3.7. Identification
- 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.
3.8. Test criteria
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 | 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) [^E0003] 3.5.3.: Fade test (Type-III test) [^E0003] |
| FT (fade test) | Test: 3.5.1. Supplementary cold performance test 3.5.2. Fade test (Type-I test) [^E0003] 3.5.3. Fade test (Type-III test) [^E0003] |
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 [^E0004]: Back plate: minimum thickness Shoe: lightest brake shoe |
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. Test results
- 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. Information document
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
4.1. Verification of components
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. Verification of brake energy absorbed
- 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. Verification of hot performance
- 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:
- 4.3.1.1. The predicted actuator stroke (s) of the subject brake is calculated as follows: Image omitted; see official source This value shall not exceed sp.
- 4.3.1.2. The average thrust output (ThA) of the actuator fitted to the subject brake at the pressure specified in point 4.3.1 is measured.
- 4.3.1.3. The brake input torque (C) is then calculated as follows: Image omitted; see official source C shall not exceed Cmax.
- 4.3.1.4. The predicted brake performance for the subject brake is given by: Image omitted; see official source R shall not be less than 0,8 Re.
- 4.3.2. The predicted brake performance for the subject towed vehicle is given by:
Image omitted; see official source
- 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.
Image omitted; see official source
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.
- 1.5. Tests
- 1.5.1. Determination of essential characteristics of the brake.
- 1.5.2. Determination of essential characteristics of the control device and verification of the conformity of the control device with the provisions of this Regulation.
- 1.5.3. Checking on the vehicle:
- 1.5.3.1. the compatibility of the control device and the brake; and
- 1.5.3.2. the transmission.
2. Symbols
2.1. Units used
- 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. Symbols valid for all types of brakes (see Figure 1 of Appendix 1)
- 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;
- 2.2.22. 2s
B
- :
minimum brake shoe centre lift (minimum brake shoe application travel) (in millimetres) for wheel brakes with drum brakes
Image omitted; see official source ;
2r being the diameter of the brake drum in millimetres (see Figure 4 of Appendix 1).
Image omitted; see official source
For wheel brakes with disc brakes with hydraulic transmission
Where:
| V60 | = | fluid volume absorbed by one wheel brake at a pressure corresponding to a braking force of 1,2 B* = 0,6 · GBo and a maximum tyre radius; and |
| --- | --- | --- |
| 2rA | = | outer diameter of brake disc (V60 in cm3, FRZ in cm2 and rA in mm). |
- 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. Symbols valid for mechanical-transmission braking systems (see Figure 5 of Appendix 1 )
- 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. ρ :
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 ([^E0005]);
- 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. Symbols valid for hydraulic-transmission braking systems (see Figure 8 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. ρ′ :
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. Symbols with respect to the braking requirements relating to overload protectors
- 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).
2.6 Types of vehicle classes with regard to inertia braking systems
2.6.1. Vehicle Class A
Vehicle Class A means vehicles of categories R1, R2 and S1
2.6.2. Vehicle Class B
Vehicle Class B means vehicles with a mass exceeding 3 500 kg and not exceeding 8 000 kg of categories R3 and S2
2.6.3. Vehicle Class C
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:
- 5.2.1. Travel s and effective travel s′;
- 5.2.2. Supplementary force K;
- 5.2.3. Force threshold KA;
- 5.2.4. Insertion force D1;
- 5.2.5. Tractive force D2.
- 5.3. In the case of mechanical-transmission inertia braking systems, the following should be determined:
- 5.3.1. The reduction ratio iHo measured at the mid-travel position of the control;
- 5.3.2. The control-device output force P′ as a function of the thrust D on the drawbar; the supplementary force K and the efficiency are derived from the representative curve obtained from these measurements Image omitted; see official source (see Figure 2 of Appendix 1).
- 5.4. In the case of hydraulic-transmission inertia braking systems, the following shall be determined:
- 5.4.1. The reduction ratio ih measured at the mid-travel position of the control device;
- 5.4.2. The master cylinder output pressure p as a function of the thrust D on the drawbar and of the surface area FHZ of the master-cylinder piston, as specified by the manufacturer; the supplementary force K and the efficiency are derived from the representative curve obtained from these measurements Image omitted; see official source (see Figure 3 of Appendix 1);
- 5.4.3. The spare travel of the master cylinder s″, as referred to in point 2.2.19;
- 5.4.4. Surface area FHZ of the piston in the master cylinder;
- 5.4.5. Stroke sHz of the master cylinder (in millimetres);
- 5.4.6. Spare travel s″Hz of the master cylinder (in millimetres).
- 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.
- 6.2. Testing conditions
- 6.2.1. In the case when an overload protector is neither fitted nor intended to be fitted within the inertia braking system, the wheel brake shall be tested with the following test forces or pressures:
PT = 1,8 P or pT = 1,8 p and MT = 1,8 M* as appropriate.
- 6.2.2. In the case when an overload protector is fitted or intended to be fitted within the inertia braking system, the wheel brake shall be tested with the following test forces or pressures:
- 6.2.2.1. The minimum design values for an overload protector shall be specified by the manufacturer and shall not be less than Pop = 1,2 P or pop = 1,2 p
- 6.2.2.2. The ranges of minimum test force PTop or minimum test pressure pTop and the minimum test torque MTop are: PTop = 1,1 to 1,2 P or pTop = 1,1 to 1,2 p and MTop = 1,1 to 1,2 M*
- 6.2.2.3. The maximum values (Pop_max or pop_max) for the overload protector shall be specified by the manufacturer and shall not be more than PT or pT respectively.
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:
- 7.2.1. The minimum brake-shoe lift (minimum brake-shoe application travel), 2sB*;
- 7.2.2. The brake-shoe centre lift (brake-shoe application travel) 2sB (which shall be greater than 2sB*);
- 7.3. In the case of mechanical brakes, the following shall be determined:
- 7.3.1. Reduction ratio ig (see Figure 4 of Appendix 1);
- 7.3.2. Force P for braking torque M;
- 7.3.3. Torque M as a function of the force P applied to the control lever in mechanical-transmission systems. The rotational speed of the braking surfaces shall correspond to an initial vehicle speed of 30 km/h in the case of Class C1 vehicle, 40 km/h in the case of Class C2 vehicle, 60 km/h in the case of Class C3 vehicle, when the towed vehicle moves forward and 6 km/h when the towed vehicle moves rearward. The following shall be derived from the curve obtained from these measurements (see Figure 6 of Appendix 1):
- 7.3.3.1. The brake-retraction force Po and the characteristic value ρ when the trailer moves forward;
- 7.3.3.2. The brake-retraction force Por and the characteristic value ρr when the towed vehicle moves rearward;
- 7.3.3.3. Maximum braking torque Mr up to the maximum permissible travel sr when the towed vehicle moves rearward (see Figure 6 of Appendix 1);
- 7.3.3.4. Maximum permissible travel at the brake control lever when the towed vehicle moves rearward (see Figure 6 of Appendix 1).
- 7.4. In the case of hydraulic brakes, the following shall be determined:
- 7.4.1. Reduction ratio ig′ (see Figure 8 of Appendix 1)
- 7.4.2. Pressure p for braking torque M
- 7.4.3. Torque M as a function of the pressure p applied to the brake cylinder in hydraulic transmission systems. The rotational speed of the braking surfaces shall correspond to an initial vehicle speed of 30 km/h in the case of Class C1 vehicle, 40 km/h in the case of Class C2 vehicle, 60 km/h in the case of Class C3 vehicle, when the towed vehicle moves forward and 6 km/h when the towed vehicle moves rearward. The following shall be derived from the curve obtained from these measurements (see Figure 7 of Appendix 1):
- 7.4.3.1. The retraction pressure po and the characteristic ρ′ when the towed vehicle moves forward;
- 7.4.3.2. The retraction pressure por and the characteristic ρ′r when the towed vehicle moves rearward;
- 7.4.3.3. Maximum braking torque Mr up to the maximum permissible fluid volume Vr when the towed vehicle moves rearward (see Figure 7 of Appendix 1);
- 7.4.3.4. Maximum permissible fluid volume Vr absorbed by one braking wheel when the towed vehicle moves rearward (see Figure 7 of Appendix 1).
- 7.4.4. Surface area FRZ of the piston in the brake cylinder.
- 7.5. Alternative procedure for the Type-I test
- 7.5.1. The Type-I test according to Annex II, point 2.3 does not have to be carried out on a vehicle submitted for type approval, if the braking system components are tested on an inertia test bench to meet the prescriptions of Annex II, points 2.3.2 and 2.3.3.
- 7.5.2. The alternative procedure for the Type-I test shall be carried out in accordance with the provisions laid down in Annex VII, Appendix 1, point 3.5.2 (in analogy also applicable for disc brakes).
8. Simulated gradient parking braking system force differential
8.1. Calculation method
- 8.1.1. The pivot points in the compensator shall lie in a straight line with the park brake at the rest position.
Image omitted; see official source
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:
Image omitted; see official source
Where:
| 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.
- 10.2. General checks for all types of brakes
- 10.2.1. Any parts of the transmission not checked at the same time as the control device or the brakes shall be checked on the vehicle. The results of the check shall be entered in the test report (e.g., iH1 and ηH1).
- 10.2.2. Mass
- 10.2.2.1. The maximum mass GA of the towed vehicle shall not exceed the maximum mass G′A for which the control device is authorised.
- 10.2.2.2. The maximum mass GA of the towed vehicle shall not exceed the maximum mass GB which can be braked by joint operation of all of the towed vehicle's brakes.
- 10.2.3. Forces
- 10.2.3.1. The force threshold KA shall not be below 0,02 g · GA and not above 0,04 g · GA.
- 10.2.3.2. The maximum insertion force D1 may not exceed 0,10 g · GA in rigid drawbar towed vehicles and centre-axle towed vehicles and 0,067 g · GA in multi-axled drawbar towed vehicles.
- 10.2.3.3. The maximum tractive force D2 shall be between 0,1 g · GA and 0,5 g · GA.
- 10.3. Check of braking efficiency
- 10.3.1. The sum of the braking forces exerted on the circumference of the towed vehicle wheels shall not be less than B = 0,50 g · GA (in the case of Classes C2 and C3 vehicles) and B = 0,35 · g · GA (in the case of Class C1 vehicles), including a rolling resistance of 0,01 g · GA: this corresponds to a braking force B of 0,49 g · GA (in the case of Classes C2 and C3 vehicles) and B* = 0,34 · g · GA (in the case of Class C1 vehicles). In this case, the maximum permissible thrust on the coupling shall be:
D* = 0,067 g · GA in the case of multi-axled drawbar towed vehicles;
and
D* = 0,10 g · GA in the case of rigid drawbar towed vehicles and centre-axle towed vehicles.
To check whether these conditions are complied with the following inequalities shall be applied:
- 10.3.1.1. In mechanical-transmission inertia braking systems:
Image omitted; see official source
- 10.3.1.2. In hydraulic-transmission inertia braking systems:
Image omitted; see official source
- 10.4. Check of control device travel
- 10.4.1. In control devices for multi-axled drawbar towed vehicles where the brake rod linkage depends on the position of the towing device, the control device travel s shall be longer than the effective (useful) control device travel s′, the difference being at least equivalent to the loss of travel so. The travel loss of so shall not exceed 10 per cent of the effective travel s′.
- 10.4.2. The effective (useful) travel of control device s′ shall be determined for single and multi-axle towed vehicles as follows:
- 10.4.2.1. If the brake rod linkage is affected by the angular position of the towing device, then: s′ = s – so
- 10.4.2.2. If there is no loss of travel, then: s′ = s
- 10.4.2.3. In hydraulic braking systems: s′ = s – s″
- 10.4.3. The following inequalities shall be applied to check whether control device travel is adequate;
- 10.4.3.1. In mechanical-transmission inertia braking systems: Image omitted; see official source
- 10.4.3.2. in hydraulic-transmission inertia braking systems: Image omitted; see official source Image omitted; see official source
- 10.4.4.When the towed vehicle moves rearward the following inequalities shall be applied:
- 10.4.4.1.In mechanical-transmission inertia braking systems:
- 10.4.4.1.1.
Image omitted; see official source
- 10.4.4.1.2.
Image omitted; see official source
- 10.4.4.2.In hydraulic-transmission inertia braking systems:
- 10.4.4.2.1.
Image omitted; see official source
- 10.4.4.2.2.
Image omitted; see official source
- 10.4.5.Checks when an overload protector within the meaning of point 3.6. is fitted
- The following inequalities shall be applied:
- 10.4.5.1.where the overload protector is mechanical on the inertia control device:
Image omitted; see official source
- 10.4.5.2.where the overload protector is hydraulic on the inertia control device:
Image omitted; see official source
- 10.4.5.3.if the overload protector is on the inertia control device:
Image omitted; see official source
- 10.4.5.4.if the overload protector is fitted on the brake:
Image omitted; see official source
- 10.5. Additional checks
- 10.5.1. In mechanical-transmission inertia braking systems a check shall be made to verify that the rod linkage by which the forces are transmitted from the control device to the brakes is correctly fitted.
- 10.5.2. In hydraulic-transmission inertia braking systems a check shall be made to verify that the travel of the master cylinder is not less than s/ih. A lower level shall not be permitted.
- 10.5.3. The general behaviour of the vehicle when braking shall be the subject of a road test carried out at different road speeds with different levels of brake effort and rates of application. Self-excited, undamped oscillations shall not be permitted.
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)
Image omitted; see official source
Figure 2
Mechanical-transmission
(See points 2.2.10 and 5.3.2 of this Annex)
Image omitted; see official source
Image omitted; see official source
Figure 3
Hydraulic-transmission
(See points 2.2.10 and 5.4.2 of this Annex)
Image omitted; see official source
Image omitted; see official source
Figure 4
Brake checks
(See point 2.2.22 and 2.3.4 of this Annex)
Image omitted; see official source
Figure 5
Mechanical-transmission braking system
(See point 2.3 of this Annex)
Image omitted; see official source
Figure 5A
Mechanical-transmission braking system
(See point 2.3 of this Annex)
Image omitted; see official source
Figure 6
Mechanical Brake
(see point 2 of this Annex)
Image omitted; see official source
Figure 7
Hydraulic Brake
(See point 2 of this Annex)
Image omitted; see official source
Figure 8
Hydraulic-Transmission Braking System
(See point 2 of this Annex)
Image omitted; see official source
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. General
- 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. Design requirements for the braking systems.
5.2.1. Service braking system
- 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.
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