FrancophonIA/DGT-Translation_Memory huggingface dataset:
English: In both cases, a minimum of 600 N pedal efforts is required.
French: Dans les deux cas, un effort de 600 N sur la pédale est nécessaire.
German: In beiden Fällen ist eine Pedalkraft von mindestens 600 N notwendig.
Spanish: En ambos casos, es necesario como mínimo un esfuerzo sobre el pedal de 600 N.
Italian: In entrambi i casi è necessario uno sforzo minimo sul pedale di 600 N;
Portuguese: Em ambos os casos, é necessário exercer uma força mínima de 600 newtons no pedal.
Dutch: In beide gevallen moet een kracht van minimaal 600 N op de rempedaal worden uitgeoefend;
Danish: I begge tilfælde kræves der en kraft på pedalen på mindst 600 N.
Swedish: Under alla omständigheter krävs en pedalkraft på minst 600 N.
Finnish: Molemmissa tapauksissa vaaditaan vähintään 600 N:n poljinteho.
Czech: V obou případech je vyžadována ovládací síla alespoň 600 N.
Slovak: V obidvoch prípadoch sa vyžaduje sila na pedál s veľkosťou minimálne 600 N.
Polish: W obu przypadkach wymagany jest nacisk na pedał z siłą wynoszącą minimum 600 N.
Hungarian: Mindkét esetben legalább 600 N nagyságú pedálnyomásra van szükség.
Slovenian: V obeh primerih je potreben pritisk na pedal s silo najmanj 600 N.
Romanian: În ambele cazuri, este necesar un efort de minimum 600 N asupra pedalei.
Estonian: Mõlemal juhul peab pedaalijõud olema vähemalt 600 N.
Latvian: Abos gadījumos pedālim pieliktajam spēkam jābūt vismaz 600 N.
Lithuanian: Abiem atvejais pedalas turi būti spaudžiamas bent 600 N jėga.
Maltese: Fiż-żewġ każi, huma meħtieġ sforzi minimi fuq il-pedala ta’ 600 N.
English: (R1-T1-R2) T1
Swedish: (R1-T1-R2)
Czech: (R1-T1-R2)
English: The braking force coefficient (BFC) is calculated for a braking on the two axles according to Table 2 where Ta (a = 1, 2 or 3) is the average of the AD values for each candidate tyre (T) set that is part of a test cycle. Table 2
Swedish: Bromskraftskoefficienten (BFC) beräknas för en bromsning på de två axlarna enligt tabell 2, där Ta (a = 1, 2 eller 3) är medelvärdet för AD-värdena för var och en uppsättning kandidatdäck (T) som ingår i provningscykeln.
Czech: Koeficient brzdné síly (BFC) se vypočítá u brzdění na obou nápravách podle tabulky 2, kde Ta (a = 1, 2 nebo 3) je průměrem hodnot AD u každé sady zkoušených pneumatik (T), která je součástí zkušebního cyklu.
Polish: Współczynnik siły hamowania (BFC) oblicza się dla hamowania na obie osie zgodnie z tabelą 2, gdzie Ta (a = 1, 2 lub 3) jest średnią wartością AD dla każdego badanego w danym cyklu kompletu opon ocenianych (T).
English: BFC(R) = Ra/g
Czech: BFC(T) = Ta/g
English: The volume of water per unit of wetted width shall be directly proportional to the test speed.
French: Le volume d'eau par unité de largeur mouillé doit être directement proportionnel à la vitesse d'essai.
German: Das Wasservolumen pro benetzter Breiteneinheit muss direkt proportional zur Prüfgeschwindigkeit sein.
Spanish: El volumen de agua por unidad de anchura del pavimento mojado será directamente proporcional a la velocidad de ensayo.
Italian: Il volume d'acqua per unità di larghezza della superficie bagnata è direttamente proporzionale alla velocità di prova.
Portuguese: O volume de água por unidade de largura da superfície molhada deve ser directamente proporcional à velocidade de ensaio.
Dutch: Het watervolume per eenheid natgemaakte breedte moet recht evenredig zijn met de testsnelheid.
Danish: Vandmængden pr. breddeenhed vædet vejbelægning skal være proportional med prøvningshastigheden.
Swedish: Volymen vatten per enhet fuktad bredd ska vara direkt proportionell mot provningshastigheten.
Finnish: Veden määrän kasteltavaa leveysyksikköä kohti on oltava suoraan verrannollinen testinopeuteen.
Greek: Ο όγκος νερού ανά μονάδα που βρέχεται πρέπει να είναι άμεσα ανάλογος προς την ταχύτητα δοκιμής.
Czech: Množství vody na jednotku vlhčené šířky musí být přímo úměrné zkušební rychlosti.
Slovak: Množstvo vody na jednotku zvlhčenej šírky musí byť priamo úmerné skúšobnej rýchlosti.
Polish: Ilość wody na jednostkę szerokości musi być wprost proporcjonalna do prędkości podczas badania.
Hungarian: A nedvesített szélesség egységére eső vízmennyiségnek egyenesen arányosnak kell lennie a mérési sebességgel.
Slovenian: Prostornina vode na enoto namočene širine je premosorazmerna preskusni hitrosti.
Romanian: Volumul de apă pe unitate de lățime a suprafeței udate trebuie să fie direct proporțional cu viteza de testare.
Estonian: Veemaht niisutatud üksuse laiuse kohta peab olema proportsionaalne katsekiirusega.
Latvian: Ūdens daudzums uz saslapinātās joslas platuma vienību ir tieši proporcionāls testēšanas ātrumam.
Lithuanian: Vandens kiekis, tenkantis vienam drėkinamo pločio vienetui, turi būti tiesiogiai proporcingas bandymo greičiui.
Maltese: Il-volum tal-ilma għal kull unità ta’ wisa’ mxarrba jrid ikun direttament proporzjonali għall-veloċità tat-test.
English: Ra = 1/2 (R1 + R2)
French: Ra = 1/2 (R1 +R2)
German: Ra = 1/2 (R1 +R2)
Spanish: Ra = 1/2 (R1 +R2)
Italian: Ra = 1/2 (R1 +R2)
Portuguese: Ra = 1/2 (R1 +R2)
Dutch: Ra = 1/2 (R1 +R2)
Danish: Ra = 1/2 (R1 +R2)
Swedish: Ra = 1/2 × (R1 +R2)
Greek: Ra = 1/2 (R1 +R2)
Czech: Ra = 1/2 (R1 +R2)
Slovak: Ra = 1/2 (R1 +R2)
Polish: Ra = 1/2 (R1 +R2)
Hungarian: Ra = 1/2 (R1 +R2)
Romanian: Ra = 1/2 (R1 +R2)
Maltese: Ra = 1/2 (R1 +R2)
English: μpeak
Italian: μmassimo
Dutch: μpiek
Swedish: Högsta bromskraftskoefficient μpeak
Greek: μαιχμής
Czech: μ peak
Polish: μ peak
Slovenian: μmaks
Latvian: μmaks.
Maltese: μ peak)
English: (σ/average) ≤ 5 %
French: (σ/average) ≤ 5 %
German: (σ/Durchschnitt) ≤ 5 %
Spanish: (σ/media) ≤ 5 %
Italian: (σ/media) ≤ 5 %
Portuguese: (σ/média) ≤ 5 %
Dutch: (σ/gemiddeld) ≤ 5 %
Swedish: (σ/medelvärde) ≤ 5 %
Finnish: (σ/keskiarvo) ≤ 5 %
Greek: (σ/μέσο όρο)≤ 5 %
Czech: (σ/průměr) ≤ 5 %
Slovak: (σ/priemer) ≤ 5 %
Hungarian: (σ/average) ≤ 5 %
Slovenian: (σ/povprečje) ≤ 5 %
Estonian: (σ/average) ≤ 5 %
Latvian: (σ/vid. vērtība) ≤ 5%
Lithuanian: (σ/vidurkis) ≤ 5 %
Maltese: (σ/medja) ≤ 5 %
English: Accuracy of testing results is a key factor for determining wet grip classes of tyres. It ensures a fair comparison between tyres from different suppliers.
Italian: La precisione dei risultati delle prove è un fattore fondamentale per la determinazione delle categorie di aderenza sul bagnato degli pneumatici.
Danish: Prøvningsresultaternes nøjagtighed er afgørende for, hvilken vådgrebsklasse et dæk bliver placeret i. Stor nøjagtighed betyder, at en sammenligning af dæk fra forskellige leverandører bliver retfærdig.
English: Both the wetted surface temperature and the ambient temperature shall be between 2 °C and 20 °C for snow tyres and 5 °C and 35 °C for normal tyres. The wetted surface temperature shall not vary during the test by more than 10 °C.
Danish: Den vædede vejbelægning og omgivelserne skal have en temperatur mellem 2 °C og 20 °C for vinterdæk og mellem 5 °C og 35 °C for normale dæk.
English: × 125 + a × t – t0
French: ×125 + a ×t – t0
Italian: × 125 + a× t – t0
Portuguese: ×125 + a ×t - t0
Dutch: ×125 + a ×t - t0
Danish: × 125 + a×t – t0
Swedish: ×125 + a ×t – t0
Greek: × 125 + a ×t – t0
Polish: × 125 + a× t – t0
Hungarian: × 125 + a× t – t0
Lithuanian: × 125 + a×t – t0
English: + b × BFC(R)
French: + b ×BFC(R)
Italian: + b× BFC(R)
Portuguese: +b × BFC(R)
Danish: + b×BFC(R)
Swedish: + b ×BFC(R)
Greek: + b ×BFC(R)
Hungarian: + b×BFC(R)
Romanian: + b×BFC(R)
Lithuanian: + b×BFC(R)
English: μ peak (SRTT14″ E 1136):
Italian: μ massimo (SRTT14″ E 1136):
Dutch: μ-piek (SRTT 14″ E 1136):
Danish: μpeak (SRTT14″ E 1136):
Slovenian: (SRTT14″ E 1136):
Romanian: μpeak (SRTT14″ E 1136):
Lithuanian: μ peak (SRTT14″ E 1136)
English: Si is the initial speed in m·s– 1; Si = 80 km/h = 22,222 m·s– 1 d is the distance covered in m between Si and Sf.
Spanish: Si es la velocidad inicial en m·s– 1; Si = 80 km/h = 22,222 m·s– 1
English: Validation of results The AD coefficient of variation is calculated as follows:
Spanish: d es la distancia recorrida en m entre Si y Sf.
English: For the candidate tyres ( T) The AD coefficients of variation are calculated for each candidate tyre set.
Spanish: En el caso de los neumáticos de referencia (R)
Italian: Per gli pneumatici di riferimento (R)
English: Calculation of adjusted average deceleration (Ra) The average deceleration (AD) of the reference tyre set used for the calculation of its braking force coefficient is adjusted according to the positioning of each candidate tyre set in a given test cycle.
Spanish: Si un coeficiente de variación es superior al 3 %, los datos deben descartarse y el ensayo debe repetirse para ese juego de neumáticos candidatos.
English: Table 1 Number of sets of candidate tyres within one test cycle Set of candidate tyres Ra
Spanish: Dicha deceleración media (AD) ajustada del neumático de referencia (Ra) se calcula en m·s–2 de conformidad con el cuadro 1, donde R1 es la media de los valores de AD en el primer ensayo del juego de neumáticos de referencia (R) y R2 es la media de los valores de AD en el segundo ensayo del mismo juego de neumáticos de referencia (R).
English: (R1-T1-R2)
Spanish: Juego de neumáticos candidatos Ra 1
English: Ra = 1/3 R1 + 2/3 R2 3
Spanish: Ra = 2/3 R1 + 1/3 R2
Swedish: Ra = 2/3 × R1 + 1/3 × R2
English: For the purposes of testing wet grip of C1 tyres, the following definitions apply: (1) “test run” means a single pass of a loaded tyre over a given test track surface;
Estonian: C1 klassi rehvide märghaardumise katsetamisel kasutatakse järgmisi mõisteid. 1)
English: “vertical load” means the load in newton imposed on the tyre perpendicular to the road surface; (11) “tyre test vehicle” means a dedicated special purpose vehicle which has instruments to measure the vertical and the longitudinal forces on one test tyre during braking. 3. GENERAL TEST CONDITIONS
Estonian: „võrdlusrehv(id) (R)”
English: BFC(R) =
French: BFC(T)=
Dutch: BFC(T)=
Estonian: BFC(T) =
English: Ra/g
French: Ta/g
Estonian: Ta/g
English: Adjusted average AD of ref. tyre: Ra (m/s2)
Hungarian: A ref. abroncs Ra korrigált átlagos AD értéke (m/s2)
English: The surface shall have a pavement of uniform age, composition, and wear. The test surface shall be free of loose material and foreign deposits.
Italian: il rivestimento della superficie è di età, composizione e usura uniforme e su di esso non sono presenti materiali non aderenti o depositi di materiale estraneo;
English: The test tyres/rim assemblies shall be stored in a location for a minimum of two hours such that they all have the same ambient temperature prior to testing. They should be shielded from the sun to avoid excessive heating by solar radiation.
Italian: I treni di pneumatici/cerchi di prova sono conservati in un apposito locale per almeno due ore in modo tale che raggiungano tutti la stessa temperatura ambiente prima delle prove; sono inoltre riparati dal sole per evitare il surriscaldamento provocato dalla radiazione solare.
English: (Standard Deviation / Average) × 100 For the reference tyres ( R) If the AD coefficient of variation of any two consecutive groups of three test runs of the reference tyre set is higher than 3 %, all data should be discarded and the test repeated for all test tyres (the candidate tyres and the reference tyres).
Italian: (deviazione standard/media) × 100.
English: Ra = 1/3 R1 + 2/3 R2 3 (R1-T1-T2-T3-R2) T1
Italian: Ra = 1/3 R1 + 2/3 R2
English: The second test cycle is a comparison between the candidate tyre set and the control tyre set. It is done on the same test track and during the same day as the first test cycle.
Italian: Il secondo ciclo di prova prevede un confronto tra il treno di pneumatici candidati e il treno di pneumatici di controllo, che è effettuato sulla stessa pista e nello stesso giorno del primo ciclo di prova.
English: For the candidate tyre(s) (T) The coefficient of variation of the peak braking force coefficient (μpeak) is calculated for each candidate tyre.
Italian: Per lo/gli pneumatico/i candidato/i (T): il coefficiente di variazione del coefficiente di forza di frenata massima (μmassimo) è calcolato per ogni pneumatico candidato.
English: Calculation of the adjusted average peak braking force coefficient The average peak braking force coefficient of the reference tyre used for the calculation of its braking force coefficient is adjusted according to the positioning of each candidate tyre in a given test cycle.
Italian: Calcolo del valore medio corretto del coefficiente di forza di frenata massima
English: μpeak,ave
Italian: μmassimo,medio
Dutch: μpiek,gem
Slovenian: μmaks,povpr
English: μpeak,ave(T) = Ta
Italian: μmassimo,medio(T) = Ta
Dutch: μpiek,gem(T) = Ta
Slovenian: μmaks, povpr(T) = Ta
English: + b × μpeak,ave
Italian: + b×μpeak,ave
Dutch: +b × μpeak,ave
Swedish: +b × μpeak,ave
Polish: + b× μpeak,ave
Lithuanian: + b ×μpeak,ave
English: temperature correction = 0,0035 × (t – 20) where t is the wetted road surface temperature in degrees Celsius. 3.3 Atmospheric conditions
Lithuanian: temperatūrinė pataisa = 0,0035 x (t - 20)
English: The wind conditions shall not interfere with wetting of the surface (wind-shields are allowed). Both the wetted surface temperature and the ambient temperature shall be between 2 °C and 20 °C for snow tyres and 5 °C and 35 °C for normal tyres.
Lithuanian: kur t – sudrėkinto kelio paviršiaus temperatūra, išreikšta Celsijaus laipsniais.
English: If the coefficient of variation of the peak braking force coefficient (μpeak) of the reference tyre is higher than 5 %, all data should be discarded and the test repeated for all test tyres (the candidate tyre(s) and the reference tyre). For the candidate tyre(s) (T)
Maltese: Jekk il-koeffiċjent tal-varjazzjoni tal-forza massima tal-ibbrejkjar (μpeak) tat-tajer ta’ referenza jkun ogħla minn 5 %, id-dejta kollha trid tiġi eliminata u t-test imtenni għat-tajers tat-test kollha (it-tajer(s) kandidat(i) u t-tajer ta’ referenza).
English: Ra (m/s2)
Maltese: m/s2)
English: Storage and preservation It is necessary that all the tyres of a control tyre set have been stored in the same conditions.
Romanian: Depozitare și conservare
English: The tyre peak braking force coefficient (μpeak) is the highest value of μ(t) before lockup occurs calculated as follows for each test run. Analogue signals should be filtered to remove noise.
Romanian: Coeficientul maxim al forței de frânare a unui pneu (μpeak) este cea mai mare dintre valorile μ(t) înainte de blocarea roții, calculată pentru fiecare test astfel: Se filtrează semnalele analogice pentru a elimina zgomotul.
English: G(T) = G1 × G2
Slovak: G(T) = G1 × G2,
English: “peak braking force coefficient of a tyre” means the maximum value of a tyre braking force coefficient that occurs prior to wheel lockup as the braking torque is progressively increased; (9) “lockup of a wheel” means the condition of a wheel in which its rotational velocity about the wheel spin axis is zero and it is prevented from rotating in the presence of applied wheel torque;
Swedish: kontrolldäck ( C)
English: “vertical load” means the load in newton imposed on the tyre perpendicular to the road surface; (11) “tyre test vehicle” means a dedicated special purpose vehicle which has instruments to measure the vertical and the longitudinal forces on one test tyre during braking. 3. GENERAL TEST CONDITIONS 3.1 Track characteristics The test track shall have the following characteristics:
Swedish: ett övergångsdäck eller en uppsättning övergångsdäck som används om kandidatdäcket och referensdäcket inte kan jämföras direkt på samma fordon.
English: 2 (R1-T1-T2-R2) T1
Swedish: Ra = 1/2 × (R1 + R2)