# Official Journal L 257/2010

| | ISSN 1725-2555
  doi:10.3000/17252555.L_2010.257.eng |
| --- | --- |
| Official Journal
  of the European Union | L 257 |
| | |
| English edition | Legislation | Volume 5330 September 2010 |

ISSN 1725-2555

doi:10.3000/17252555.L_2010.257.eng

Official Journal

of the European Union

L 257

English edition

Legislation

Volume 5330 September 2010

---

| Contents | | II   Non-legislative acts | page |
| --- | --- | --- | --- |
| | | ACTS ADOPTED BY BODIES CREATED BY INTERNATIONAL AGREEMENTS |
| | * | Regulation No 13 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of vehicles of categories M, N and O with regard to braking | 1 |
| | * | Regulation No 86 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of agricultural or forestry tractors with regard to the installation of lighting and light-signalling devices | 197 |
| | * | Regulation No 106 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of pneumatic tyres for agricultural vehicles and their trailers | 231 |
| | * | Regulation No 120 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of internal combustion engines to be installed in agricultural and forestry tractors and in non-road mobile machinery, with regard to the measurement of the net power, net torque and specific fuel consumption | 280 |

Contents

II   Non-legislative acts

page

ACTS ADOPTED BY BODIES CREATED BY INTERNATIONAL AGREEMENTS

*

Regulation No 13 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of vehicles of categories M, N and O with regard to braking

1

*

Regulation No 86 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of agricultural or forestry tractors with regard to the installation of lighting and light-signalling devices

197

*

Regulation No 106 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of pneumatic tyres for agricultural vehicles and their trailers

231

*

Regulation No 120 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of internal combustion engines to be installed in agricultural and forestry tractors and in non-road mobile machinery, with regard to the measurement of the net power, net torque and specific fuel consumption

280

| EN | Acts whose titles are printed in light type are those relating to day-to-day management of agricultural matters, and are generally valid for a limited period.
  The titles of all other Acts are printed in bold type and preceded by an asterisk. |
| --- | --- |

EN

Acts whose titles are printed in light type are those relating to day-to-day management of agricultural matters, and are generally valid for a limited period.

The titles of all other Acts are printed in bold type and preceded by an asterisk.

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II Non-legislative acts

ACTS ADOPTED BY BODIES CREATED BY INTERNATIONAL AGREEMENTS

| 30.9.2010 | EN | Official Journal of the European Union | L 257/1 |
| --- | --- | --- | --- |

30.9.2010

EN

Official Journal of the European Union

L 257/1

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Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at:

http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html

Regulation No 13 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of vehicles of categories M, N and O with regard to braking

Incorporating all valid text up to:

| | Supplement 5 to the 10 series of amendments — Date of entry into force: 15 October 2008 |
| --- | --- |

Supplement 5 to the 10 series of amendments — Date of entry into force: 15 October 2008

| | Corrigendum 1 to Revision 6 — Date of entry into force: 10 March 2009 |
| --- | --- |

Corrigendum 1 to Revision 6 — Date of entry into force: 10 March 2009

| | Corrigendum 2 to Revision 6 — Date of entry into force: 24 June 2009 |
| --- | --- |

Corrigendum 2 to Revision 6 — Date of entry into force: 24 June 2009

CONTENTS

REGULATION

| 1. | Scope |
| --- | --- |

1.

| 2. | Definitions |
| --- | --- |

2.

| 3. | Application for approval |
| --- | --- |

3.

| 4. | Approval |
| --- | --- |

4.

| 5. | Specifications |
| --- | --- |

5.

| 6. | Tests |
| --- | --- |

6.

| 7. | Modification of vehicle type or braking system and extension of approval |
| --- | --- |

7.

| 8. | Conformity of production |
| --- | --- |

8.

| 9. | Penalties for non-conformity of production |
| --- | --- |

9.

| 10. | Production definitely discontinued |
| --- | --- |

10.

| 11. | Names and addresses of Technical Services responsible for conducting approval tests, and of Administrative Departments |
| --- | --- |

11.

| 12. | Transitional provisions |
| --- | --- |

12.

ANNEXES

| Annex 1 — | Braking equipment, devices, methods and conditions not covered by this Regulation |
| --- | --- |

Annex 1 —

| Annex 2 — | Communication concerning the approval or extension or refusal or withdrawal of approval or production definitely discontinued of a vehicle type with regard to braking, pursuant to Regulation No 13 |
| --- | --- |

Annex 2 —

| Annex 2 — Appendix 1 — | List of vehicle data for the purpose of Regulation No 90 approvals |
| --- | --- |

Annex 2 — Appendix 1 —

| Annex 2 — Appendix 2 — | Type approval certificate concerning the vehicle braking equipment |
| --- | --- |

Annex 2 — Appendix 2 —

| Annex 3 — | Arrangements of approval marks |
| --- | --- |

Annex 3 —

| Annex 4 — | Braking tests and performance of braking systems |
| --- | --- |

Annex 4 —

| Annex 4 — Appendix — | Procedure for monitoring the state of battery charge |
| --- | --- |

Annex 4 — Appendix —

| Annex 5 — | Additional provisions applicable to certain vehicles as specified in the ADR |
| --- | --- |

Annex 5 —

| Annex 6 — | Method of measuring the response time on vehicles equipped with compressed-air braking systems |
| --- | --- |

Annex 6 —

| Annex 6 — Appendix — | Examples of simulator |
| --- | --- |

Annex 6 — Appendix —

| Annex 7 — | Provisions relating to energy sources and energy storage devices (Energy accumulators) |
| --- | --- |

Annex 7 —

| Annex 8 — | Provisions relating to specific conditions for spring braking systems |
| --- | --- |

Annex 8 —

| Annex 9 — | Provisions relating to parking braking systems equipped with a mechanical brake-cylinder locking device (Lock actuators) |
| --- | --- |

Annex 9 —

| Annex 10 — | Distribution of braking among the axles of vehicles and requirements for compatibility between towing vehicles and trailers |
| --- | --- |

Annex 10 —

| Annex 11 — | Cases in which Type-I and/or Type-II (or Type-II A) tests do not have to be carried out |
| --- | --- |

Annex 11 —

| Annex 11 — Appendix 1 — | Tables I, II and III |
| --- | --- |

Annex 11 — Appendix 1 —

| Annex 11 — Appendix 2 — | Alternative procedures for Type-I and Type-III tests for trailer brakes |
| --- | --- |

Annex 11 — Appendix 2 —

| Annex 11 — Appendix 3 — | Model test report form as prescribed in paragraphs 3.7.1 and 3.7.2 of Appendix 2 to this annex |
| --- | --- |

Annex 11 — Appendix 3 —

| Annex 11 — Appendix 4 — | Model test report form for an alternative automatic brake adjustment device as prescribed in paragraph 3.7.3 of Appendix 2 to this annex |
| --- | --- |

Annex 11 — Appendix 4 —

| Annex 12 — | Conditions governing the testing of vehicles equipped with inertia (overrun) braking systems |
| --- | --- |

Annex 12 —

| Annex 12 — Appendix 1 — | Figures 1-8 |
| --- | --- |

Annex 12 — Appendix 1 —

| Annex 12 — Appendix 2 — | Test report on inertia-braking system control device |
| --- | --- |

Annex 12 — Appendix 2 —

| Annex 12 — Appendix 3 — | Test report on the brake |
| --- | --- |

Annex 12 — Appendix 3 —

| Annex 12 — Appendix 4 — | Test report on the compatibility of the inertia brake control device, the transmission and the brakes on the trailer |
| --- | --- |

Annex 12 — Appendix 4 —

| Annex 13 — | Test requirements for vehicles fitted with anti-lock systems |
| --- | --- |

Annex 13 —

| Annex 13 — Appendix 1 — | Symbols and definitions |
| --- | --- |

Annex 13 — Appendix 1 —

| Annex 13 — Appendix 2 — | Utilization of adhesion |
| --- | --- |

Annex 13 — Appendix 2 —

| Annex 13 — Appendix 3 — | Performance on differing adhesion surfaces |
| --- | --- |

Annex 13 — Appendix 3 —

| Annex 13 — Appendix 4 — | Method of selection of the low-adhesion surfaces |
| --- | --- |

Annex 13 — Appendix 4 —

| Annex 14 — | Test conditions for trailers with electrical braking systems |
| --- | --- |

Annex 14 —

| Annex 14 — Appendix — | Compatibility of the braking rate of the trailer and the mean fully developed deceleration of the tractor/trailer combination (trailer laden and unladen) |
| --- | --- |

Annex 14 — Appendix —

| Annex 15 — | Inertia dynamometer test method for brake linings |
| --- | --- |

Annex 15 —

| Annex 16 — | (Reserved) |
| --- | --- |

Annex 16 —

| Annex 17 — | Test procedure to assess the functional compatibility of vehicles equipped with electric control lines |
| --- | --- |

Annex 17 —

| Annex 18 — | Special requirements to be applied to the safety aspects of complex electronic vehicle control systems |
| --- | --- |

Annex 18 —

| Annex 19 — | Performance testing of trailer braking components |
| --- | --- |

Annex 19 —

| Annex 19 — Appendix 1 — | Model verification report form for diaphragm brake chambers |
| --- | --- |

Annex 19 — Appendix 1 —

| Annex 19 — Appendix 2 — | Model reference record of test results for diaphragm brake chambers |
| --- | --- |

Annex 19 — Appendix 2 —

| Annex 19 — Appendix 3 — | Model verification report form for spring brakes |
| --- | --- |

Annex 19 — Appendix 3 —

| Annex 19 — Appendix 4 — | Model reference record of test results for spring brakes |
| --- | --- |

Annex 19 — Appendix 4 —

| Annex 19 — Appendix 5 — | Trailer anti-lock braking system information document |
| --- | --- |

Annex 19 — Appendix 5 —

| Annex 19 — Appendix 6 — | Trailer anti-lock braking system test report |
| --- | --- |

Annex 19 — Appendix 6 —

| Annex 19 — Appendix 7 — | Symbols and definitions |
| --- | --- |

Annex 19 — Appendix 7 —

| Annex 19 — Appendix 8 — | Field test documentation form as prescribed in paragraph 4.4.2.9 to this annex |
| --- | --- |

Annex 19 — Appendix 8 —

| Annex 20 — | Alternative procedure for the type approval of trailers |
| --- | --- |

Annex 20 —

| Annex 20 — Appendix 1 — | Method of calculating the centre of gravity height |
| --- | --- |

Annex 20 — Appendix 1 —

| Annex 20 — Appendix 2 — | Verification graph for paragraph 3.2.1.5 — semi-trailers |
| --- | --- |

Annex 20 — Appendix 2 —

| Annex 20 — Appendix 3 — | Verification graph for paragraph 3.2.1.6 — central axle trailers |
| --- | --- |

Annex 20 — Appendix 3 —

| Annex 20 — Appendix 4 — | Verification graph for paragraph 3.2.1.7 — full trailers |
| --- | --- |

Annex 20 — Appendix 4 —

| Annex 20 — Appendix 5 — | Symbols and definitions |
| --- | --- |

Annex 20 — Appendix 5 —

1.   SCOPE

| 1.1. | This Regulation applies to vehicles of categories M2, M3, N and O (1) with regard to braking (2). |
| --- | --- |

1.1.

This Regulation applies to vehicles of categories M2

3

1

2

| 1.2. | This Regulation does not cover:






  1.2.1. | vehicles with a design speed not exceeding 25 km/h; |
| --- | --- | --- |

1.2.

This Regulation does not cover:

1.2.1.

vehicles with a design speed not exceeding 25 km/h;

| 1.2.2. | trailers which may not be coupled to power-driven vehicles with a design speed exceeding 25 km/h; |
| --- | --- |

1.2.2.

trailers which may not be coupled to power-driven vehicles with a design speed exceeding 25 km/h;

| 1.2.3. | vehicles fitted for invalid drivers; |
| --- | --- |

1.2.3.

vehicles fitted for invalid drivers;

| 1.3. | Subject to the applicable provisions of this Regulation, the equipment, devices, methods and conditions enumerated in Annex 1 are not covered by this Regulation. |
| --- | --- |

1.3.

Subject to the applicable provisions of this Regulation, the equipment, devices, methods and conditions enumerated in Annex 1 are not covered by this Regulation.

2.   DEFINITIONS

For the purposes of this Regulation,

| 2.1. | ‘Approval of a vehicle’ means the approval of a vehicle type with regard to braking; |
| --- | --- |

2.1.

‘Approval of a vehicle’ means the approval of a vehicle type with regard to braking;

| 2.2. | ‘Vehicle type’ means a category of vehicles which do not differ in such essential respects as:






  2.2.1. | in the case of power-driven vehicle,






  2.2.1.1. | the vehicle category, (see paragraph 1.1 above); |
| --- | --- | --- | --- |

2.2.

‘Vehicle type’ means a category of vehicles which do not differ in such essential respects as:

2.2.1.

in the case of power-driven vehicle,

2.2.1.1.

the vehicle category, (see paragraph 1.1 above);

| 2.2.1.2. | the maximum mass, as defined in paragraph 2.16 below; |
| --- | --- |

2.2.1.2.

the maximum mass, as defined in paragraph 2.16 below;

| 2.2.1.3. | the distribution of mass among the axles; |
| --- | --- |

2.2.1.3.

the distribution of mass among the axles;

| 2.2.1.4. | the maximum design speed; |
| --- | --- |

2.2.1.4.

the maximum design speed;

| 2.2.1.5. | a different type of braking equipment, with more particular reference to the presence or otherwise of equipment for braking a trailer, or any presence of an electric regenerative braking system; |
| --- | --- |

2.2.1.5.

a different type of braking equipment, with more particular reference to the presence or otherwise of equipment for braking a trailer, or any presence of an electric regenerative braking system;

| 2.2.1.6. | the number and arrangement of the axles; |
| --- | --- |

2.2.1.6.

the number and arrangement of the axles;

| 2.2.1.7. | the engine type; |
| --- | --- |

2.2.1.7.

the engine type;

| 2.2.1.8. | the number and ratios of gears; |
| --- | --- |

2.2.1.8.

the number and ratios of gears;

| 2.2.1.9. | the final drive ratios; |
| --- | --- |

2.2.1.9.

the final drive ratios;

| 2.2.1.10. | the tyre dimensions; |
| --- | --- |

2.2.1.10.

the tyre dimensions;

| 2.2.2. | in the case of trailers,






  2.2.2.1. | the vehicle category (see paragraph 1.1 above); |
| --- | --- | --- |

2.2.2.

in the case of trailers,

2.2.2.1.

the vehicle category (see paragraph 1.1 above);

| 2.2.2.2. | the maximum mass, as defined in paragraph 2.16 below; |
| --- | --- |

2.2.2.2.

the maximum mass, as defined in paragraph 2.16 below;

| 2.2.2.3. | the distribution of mass among the axles; |
| --- | --- |

2.2.2.3.

the distribution of mass among the axles;

| 2.2.2.4. | a different type of braking equipment; |
| --- | --- |

2.2.2.4.

a different type of braking equipment;

| 2.2.2.5. | the number and arrangement of the axles; |
| --- | --- |

2.2.2.5.

the number and arrangement of the axles;

| 2.2.2.6. | the tyre dimensions; |
| --- | --- |

2.2.2.6.

the tyre dimensions;

| 2.3. | ‘Braking system’ means the combination of parts whose function is progressively to reduce the speed of a moving vehicle or bring it to a halt, or to keep it stationary if it is already halted; these functions are specified in paragraph 5.1.2. The system consists of the control, the transmission, and the brake proper; |
| --- | --- |

2.3.

‘Braking system’ means the combination of parts whose function is progressively to reduce the speed of a moving vehicle or bring it to a halt, or to keep it stationary if it is already halted; these functions are specified in paragraph 5.1.2. The system consists of the control, the transmission, and the brake proper;

| 2.4. | ‘Control’ means the part actuated directly by the driver (or in the case of some trailers, by an assistant) to furnish to the transmission the energy required for braking or controlling it. This energy may be the muscular energy of the driver, or energy from another source controlled by the driver, or in appropriate cases the kinetic energy of a trailer, or a combination of these various kinds of energy;






  2.4.1. | ‘Actuation’ means both application and release of the control. |
| --- | --- | --- |

2.4.

‘Control’ means the part actuated directly by the driver (or in the case of some trailers, by an assistant) to furnish to the transmission the energy required for braking or controlling it. This energy may be the muscular energy of the driver, or energy from another source controlled by the driver, or in appropriate cases the kinetic energy of a trailer, or a combination of these various kinds of energy;

2.4.1.

‘Actuation’ means both application and release of the control.

| 2.5. | ‘Transmission’ means the combination of components comprised between the control and the brake and linking them functionally. The transmission may be mechanical, hydraulic, pneumatic, electric or mixed. Where the braking power is derived from or assisted by a source of energy independent of the driver, the reserve of energy in the system is likewise part of the transmission.
  The transmission is divided into two independent functions: the control transmission and the energy transmission. Whenever the term ‘transmission’ is used alone in this Regulation, it means both the ‘control transmission’ and the ‘energy transmission’. The control and supply lines between towing vehicles and trailers shall not be considered as parts of the transmission.






  2.5.1. | ‘Control transmission’ means the combination of the components of the transmission which control the operation of the brakes, including the control function and the necessary reserve(s) of energy. |
| --- | --- | --- |

2.5.

‘Transmission’ means the combination of components comprised between the control and the brake and linking them functionally. The transmission may be mechanical, hydraulic, pneumatic, electric or mixed. Where the braking power is derived from or assisted by a source of energy independent of the driver, the reserve of energy in the system is likewise part of the transmission.

The transmission is divided into two independent functions: the control transmission and the energy transmission. Whenever the term ‘transmission’ is used alone in this Regulation, it means both the ‘control transmission’ and the ‘energy transmission’. The control and supply lines between towing vehicles and trailers shall not be considered as parts of the transmission.

2.5.1.

‘Control transmission’ means the combination of the components of the transmission which control the operation of the brakes, including the control function and the necessary reserve(s) of energy.

| 2.5.2. | ‘Energy transmission’ means the combination of the components which supply to the brakes the necessary energy for their function, including the reserve(s) of energy necessary for the operation of the brakes. |
| --- | --- |

2.5.2.

‘Energy transmission’ means the combination of the components which supply to the brakes the necessary energy for their function, including the reserve(s) of energy necessary for the operation of the brakes.

| 2.6. | ‘Brake’ means the part in which the forces opposing the movement of the vehicle develop. It may be a friction brake (when the forces are generated by friction between two parts of the vehicle moving relatively to one another); an electrical brake (when the forces are generated by electro-magnetic action between two parts of the vehicle moving relatively to but not in contact with one another); a fluid brake (when the forces are generated by the action of a fluid situated between two parts of the vehicle moving relatively to one another); or an engine brake (when the forces are derived from an artificial increase in the braking action, transmitted to the wheels, of the engine); |
| --- | --- |

2.6.

‘Brake’ means the part in which the forces opposing the movement of the vehicle develop. It may be a friction brake (when the forces are generated by friction between two parts of the vehicle moving relatively to one another); an electrical brake (when the forces are generated by electro-magnetic action between two parts of the vehicle moving relatively to but not in contact with one another); a fluid brake (when the forces are generated by the action of a fluid situated between two parts of the vehicle moving relatively to one another); or an engine brake (when the forces are derived from an artificial increase in the braking action, transmitted to the wheels, of the engine);

| 2.7. | ‘Different types of braking systems’ means systems which differ in such essential respects as:






  2.7.1. | components having different characteristics; |
| --- | --- | --- |

2.7.

‘Different types of braking systems’ means systems which differ in such essential respects as:

2.7.1.

components having different characteristics;

| 2.7.2. | a component made of materials having different characteristics, or a component differing in shape or size; |
| --- | --- |

2.7.2.

a component made of materials having different characteristics, or a component differing in shape or size;

| 2.7.3. | a different assembly of the components; |
| --- | --- |

2.7.3.

a different assembly of the components;

| 2.8. | ‘Component of a braking system’ means one of the individual parts which, when assembled, constitute the braking system; |
| --- | --- |

2.8.

‘Component of a braking system’ means one of the individual parts which, when assembled, constitute the braking system;

| 2.9. | ‘Continuous braking’ means the braking of a combination of vehicles through an installation having the following characteristics:






  2.9.1. | a single control which the driver actuates progressively, by a single movement, from his driving seat; |
| --- | --- | --- |

2.9.

‘Continuous braking’ means the braking of a combination of vehicles through an installation having the following characteristics:

2.9.1.

a single control which the driver actuates progressively, by a single movement, from his driving seat;

| 2.9.2. | the energy used for braking the vehicles constituting the combination is furnished by the same source (which may be the muscular energy of the driver); |
| --- | --- |

2.9.2.

the energy used for braking the vehicles constituting the combination is furnished by the same source (which may be the muscular energy of the driver);

| 2.9.3. | the braking installation ensures simultaneous or suitably-phased braking of each of the constituent vehicles of the combination, whatever their relative positions; |
| --- | --- |

2.9.3.

the braking installation ensures simultaneous or suitably-phased braking of each of the constituent vehicles of the combination, whatever their relative positions;

| 2.10. | ‘Semi-continuous braking’ means the braking of a combination of vehicles through an installation having the following characteristics:






  2.10.1. | a single control which the driver actuates progressively, by a single movement, from his driving seat; |
| --- | --- | --- |

2.10.

‘Semi-continuous braking’ means the braking of a combination of vehicles through an installation having the following characteristics:

2.10.1.

a single control which the driver actuates progressively, by a single movement, from his driving seat;

| 2.10.2. | the energy used for braking the vehicles constituting the combination is furnished by two different sources (one of which may be the muscular energy of the driver); |
| --- | --- |

2.10.2.

the energy used for braking the vehicles constituting the combination is furnished by two different sources (one of which may be the muscular energy of the driver);

| 2.10.3. | the braking installation ensures simultaneous or suitably-phased braking of each of the constituent vehicles of the combination, whatever their relative positions; |
| --- | --- |

2.10.3.

the braking installation ensures simultaneous or suitably-phased braking of each of the constituent vehicles of the combination, whatever their relative positions;

| 2.11. | ‘Automatic braking’ means braking of the trailer or trailers occurring automatically in the event of separation of components of the combination of coupled vehicles, including such separation through the breakage of a coupling, the effectiveness of the braking of the remainder of the combination not being thereby destroyed; |
| --- | --- |

2.11.

‘Automatic braking’ means braking of the trailer or trailers occurring automatically in the event of separation of components of the combination of coupled vehicles, including such separation through the breakage of a coupling, the effectiveness of the braking of the remainder of the combination not being thereby destroyed;

| 2.12. | ‘Inertia (or overrun) braking’ means braking by utilizing the forces generated by the trailer's moving up on the towing vehicle; |
| --- | --- |

2.12.

‘Inertia (or overrun) braking’ means braking by utilizing the forces generated by the trailer's moving up on the towing vehicle;

| 2.13. | ‘Progressive and graduated braking’ means braking during which, within the normal operating range of the equipment, and during actuation of the brakes (see paragraph 2.4.1 above);






  2.13.1. | the driver can at any moment increase or decrease the braking force by acting on the control; |
| --- | --- | --- |

2.13.

‘Progressive and graduated braking’ means braking during which, within the normal operating range of the equipment, and during actuation of the brakes (see paragraph 2.4.1 above);

2.13.1.

the driver can at any moment increase or decrease the braking force by acting on the control;

| 2.13.2. | the braking force varies proportionally as the action on the control (monotonic function); and |
| --- | --- |

2.13.2.

the braking force varies proportionally as the action on the control (monotonic function); and

| 2.13.3. | the braking force can be easily regulated with sufficient precision; |
| --- | --- |

2.13.3.

the braking force can be easily regulated with sufficient precision;

| 2.14. | ‘Phased braking’ is a means which may be used where two or more sources of braking are operated from a common control, whereby one source may be given priority by phasing back the other source(s) so as to make increased control movement necessary before they begin to be brought into operation. |
| --- | --- |

2.14.

‘Phased braking’ is a means which may be used where two or more sources of braking are operated from a common control, whereby one source may be given priority by phasing back the other source(s) so as to make increased control movement necessary before they begin to be brought into operation.

| 2.15. | ‘Endurance braking system’ means an additional braking system having the capability to provide and to maintain a braking effect over a long period of time without a significant reduction in performance. The term ‘endurance braking system’ covers the complete system including the control device,






  2.15.1. | The endurance braking system may comprise a single device or a combination of several devices. Each device may have its own control. |
| --- | --- | --- |

2.15.

‘Endurance braking system’ means an additional braking system having the capability to provide and to maintain a braking effect over a long period of time without a significant reduction in performance. The term ‘endurance braking system’ covers the complete system including the control device,

2.15.1.

The endurance braking system may comprise a single device or a combination of several devices. Each device may have its own control.

| 2.15.2. | Control configurations for endurance braking systems:






  2.15.2.1. | ‘Independent endurance braking system’ means an endurance braking system whose control device is separated from that of the service and other braking systems, |
| --- | --- | --- |

2.15.2.

Control configurations for endurance braking systems:

2.15.2.1.

‘Independent endurance braking system’ means an endurance braking system whose control device is separated from that of the service and other braking systems,

| 2.15.2.2. | ‘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, |
| --- | --- |

2.15.2.2.

‘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,

| 2.15.2.3. | ‘Combined endurance braking system’ means an integrated endurance braking system, which in addition has a cut-out device, which allows the combined control to apply the service braking system alone. |
| --- | --- |

2.15.2.3.

‘Combined endurance braking system’ means an integrated endurance braking system, which in addition has a cut-out device, which allows the combined control to apply the service braking system alone.

| 2.16. | ‘Laden vehicle’ means, except where otherwise stated, a vehicle so laden as to attain its ‘maximum mass’; |
| --- | --- |

2.16.

‘Laden vehicle’ means, except where otherwise stated, a vehicle so laden as to attain its ‘maximum mass’;

| 2.17. | ‘Maximum mass’ means the maximum mass stated by the vehicle manufacturer to be technically permissible (this mass may be higher than the ‘permissible maximum mass’ laid down by the national administration); |
| --- | --- |

2.17.

‘Maximum mass’ means the maximum mass stated by the vehicle manufacturer to be technically permissible (this mass may be higher than the ‘permissible maximum mass’ laid down by the national administration);

| 2.18. | ‘The distribution of mass among the axles’ means the distribution of the effect of the gravity on the mass of the vehicle and/or its contents among the axles; |
| --- | --- |

2.18.

‘The distribution of mass among the axles’ means the distribution of the effect of the gravity on the mass of the vehicle and/or its contents among the axles;

| 2.19. | ‘Wheel/axle load’ means the vertical static reaction (force) of the road surface in the contact area on the wheel/wheels of the axle; |
| --- | --- |

2.19.

‘Wheel/axle load’ means the vertical static reaction (force) of the road surface in the contact area on the wheel/wheels of the axle;

| 2.20. | ‘Maximum stationary wheel/axle load’ means the stationary wheel/axle load achieved under the condition of the laden vehicle; |
| --- | --- |

2.20.

‘Maximum stationary wheel/axle load’ means the stationary wheel/axle load achieved under the condition of the laden vehicle;

| 2.21. | ‘Electric regenerative braking’ means a braking system which, during deceleration, provides for the conversion of vehicle kinetic energy into electrical energy.






  2.21.1. | ‘Electric regenerative braking control’ means a device which modulates the action of the electric regenerative braking system. |
| --- | --- | --- |

2.21.

‘Electric regenerative braking’ means a braking system which, during deceleration, provides for the conversion of vehicle kinetic energy into electrical energy.

2.21.1.

‘Electric regenerative braking control’ means a device which modulates the action of the electric regenerative braking system.

| 2.21.2. | ‘Electric regenerative braking system of category A’ means an electric regenerative braking system which is not part of the service braking system. |
| --- | --- |

2.21.2.

‘Electric regenerative braking system of category A’ means an electric regenerative braking system which is not part of the service braking system.

| 2.21.3. | ‘Electric regenerative braking systems of category B’ means an electric regenerative braking system which is part of the service braking system. |
| --- | --- |

2.21.3.

‘Electric regenerative braking systems of category B’ means an electric regenerative braking system which is part of the service braking system.

| 2.21.4. | ‘Electric state of charge’ means the instantaneous ratio of electric quantity of energy stored in the traction battery relative to the maximum quantity of electric energy which could be stored in this battery. |
| --- | --- |

2.21.4.

‘Electric state of charge’ means the instantaneous ratio of electric quantity of energy stored in the traction battery relative to the maximum quantity of electric energy which could be stored in this battery.

| 2.21.5. | ‘Traction battery’ means an assembly of accumulators constituting the storage of energy used for powering the traction motor(s) of the vehicle. |
| --- | --- |

2.21.5.

‘Traction battery’ means an assembly of accumulators constituting the storage of energy used for powering the traction motor(s) of the vehicle.

| 2.22. | ‘Hydraulic braking system with stored energy’ means a braking system where energy is supplied by a hydraulic fluid under pressure, stored in one or more accumulators fed from one or more pressure pumps, each fitted with a means of limiting the pressure to a maximum value. This value shall be specified by the manufacturer; |
| --- | --- |

2.22.

‘Hydraulic braking system with stored energy’ means a braking system where energy is supplied by a hydraulic fluid under pressure, stored in one or more accumulators fed from one or more pressure pumps, each fitted with a means of limiting the pressure to a maximum value. This value shall be specified by the manufacturer;

| 2.23. | ‘Simultaneous lockup of the front and rear wheels’ refers to the condition when the time interval between the first occurrence of lockup of the last (second) wheel on the rear axle and the first occurrence of lockup on the last (second) wheel on the front axle is less than 0,1 second. |
| --- | --- |

2.23.

‘Simultaneous lockup of the front and rear wheels’ refers to the condition when the time interval between the first occurrence of lockup of the last (second) wheel on the rear axle and the first occurrence of lockup on the last (second) wheel on the front axle is less than 0,1 second.

| 2.24. | ‘Electric control line’ means the electrical connection between power-driven vehicle and trailer which provides the braking control function to the trailer. It comprises the electrical wiring and connector and includes the parts for data communication and the electrical energy supply for the trailer control transmission. |
| --- | --- |

2.24.

‘Electric control line’ means the electrical connection between power-driven vehicle and trailer which provides the braking control function to the trailer. It comprises the electrical wiring and connector and includes the parts for data communication and the electrical energy supply for the trailer control transmission.

| 2.25. | ‘Data communication’ means the transfer of digital data under the rules of a protocol. |
| --- | --- |

2.25.

‘Data communication’ means the transfer of digital data under the rules of a protocol.

| 2.26. | ‘Point-to-point’ means a topology of a communication network with only two units. Each unit has an integrated termination resistor for the communication line. |
| --- | --- |

2.26.

‘Point-to-point’ means a topology of a communication network with only two units. Each unit has an integrated termination resistor for the communication line.

| 2.27. | ‘Coupling force control’ means a system/function to balance automatically the braking rate of towing vehicle and trailer. |
| --- | --- |

2.27.

‘Coupling force control’ means a system/function to balance automatically the braking rate of towing vehicle and trailer.

| 2.28. | ‘Nominal value’ definitions for braking reference performance are required to put a value on the transfer function of the braking system, relating output to input for vehicles individually and when used in combination.






  2.28.1. | ‘Nominal value’ is defined, for a power-driven vehicle, as the characteristic which can be demonstrated at Type Approval and which relates the braking rate of the vehicle on its own to the level of the braking input variable. |
| --- | --- | --- |

2.28.

‘Nominal value’ definitions for braking reference performance are required to put a value on the transfer function of the braking system, relating output to input for vehicles individually and when used in combination.

2.28.1.

‘Nominal value’ is defined, for a power-driven vehicle, as the characteristic which can be demonstrated at Type Approval and which relates the braking rate of the vehicle on its own to the level of the braking input variable.

| 2.28.2. | ‘Nominal value’ is defined, for a trailer, as the characteristic which can be demonstrated at Type Approval and which relates the braking rate to the coupling head signal. |
| --- | --- |

2.28.2.

‘Nominal value’ is defined, for a trailer, as the characteristic which can be demonstrated at Type Approval and which relates the braking rate to the coupling head signal.

| 2.28.3. | ‘Nominal demand value’ is defined, for coupling force control, as the characteristic which relates the coupling head signal to the braking rate and which can be demonstrated at Type Approval, within the limits of the compatibility bands of Annex 10. |
| --- | --- |

2.28.3.

‘Nominal demand value’ is defined, for coupling force control, as the characteristic which relates the coupling head signal to the braking rate and which can be demonstrated at Type Approval, within the limits of the compatibility bands of Annex 10.

| 2.29. | ‘Automatically commanded braking’ means a function within a complex electronic control system where actuation of the braking system(s) or brakes of certain axles is made for the purpose of generating vehicle retardation with or without a direct action of the driver, resulting from the automatic evaluation of on-board initiated information. |
| --- | --- |

2.29.

‘Automatically commanded braking’ means a function within a complex electronic control system where actuation of the braking system(s) or brakes of certain axles is made for the purpose of generating vehicle retardation with or without a direct action of the driver, resulting from the automatic evaluation of on-board initiated information.

| 2.30. | ‘Selective braking’ means a function within a complex electronic control system where actuation of individual brakes is made by automatic means in which vehicle retardation is secondary to vehicle behaviour modification. |
| --- | --- |

2.30.

‘Selective braking’ means a function within a complex electronic control system where actuation of individual brakes is made by automatic means in which vehicle retardation is secondary to vehicle behaviour modification.

| 2.31. | ‘Reference braking forces’ means the braking forces of one axle generated at the circumference of the tyre on a roller brake tester, relative to brake actuator pressure and declared at the time of type approval. |
| --- | --- |

2.31.

‘Reference braking forces’ means the braking forces of one axle generated at the circumference of the tyre on a roller brake tester, relative to brake actuator pressure and declared at the time of type approval.

| 2.32. | ‘Braking signal’: logic signal indicating brake activation as specified in paragraph 5.2.1.30. |
| --- | --- |

2.32.

‘Braking signal’: logic signal indicating brake activation as specified in paragraph 5.2.1.30.

| 2.33. | ‘Emergency braking signal’: logic signal indicating emergency braking as specified in paragraph 5.2.1.31. |
| --- | --- |

2.33.

‘Emergency braking signal’: logic signal indicating emergency braking as specified in paragraph 5.2.1.31.

3.   APPLICATION FOR APPROVAL

| 3.1. | The application for approval of a vehicle type with regard to braking shall be submitted by the vehicle manufacturer or by his duly accredited representative. |
| --- | --- |

3.1.

The application for approval of a vehicle type with regard to braking shall be submitted by the vehicle manufacturer or by his duly accredited representative.

| 3.2. | It shall be accompanied by the under-mentioned documents in triplicate and by the following particulars:






  3.2.1. | a description of the vehicle type with regard to the items specified in paragraph 2.2 above. The numbers and/or symbols identifying the vehicle type and, in the case of power-driven vehicles, the engine type shall be specified; |
| --- | --- | --- |

3.2.

It shall be accompanied by the under-mentioned documents in triplicate and by the following particulars:

3.2.1.

a description of the vehicle type with regard to the items specified in paragraph 2.2 above. The numbers and/or symbols identifying the vehicle type and, in the case of power-driven vehicles, the engine type shall be specified;

| 3.2.2. | a list of the components, duly identified, constituting the braking system; |
| --- | --- |

3.2.2.

a list of the components, duly identified, constituting the braking system;

| 3.2.3. | a diagram of assembled braking system and an indication of the position of its components on the vehicle; |
| --- | --- |

3.2.3.

a diagram of assembled braking system and an indication of the position of its components on the vehicle;

| 3.2.4. | detailed drawings of each component to enable it to be easily located and identified. |
| --- | --- |

3.2.4.

detailed drawings of each component to enable it to be easily located and identified.

| 3.3. | A vehicle, representative of the vehicle type to be approved, shall be submitted to the Technical Service conducting the approval tests. |
| --- | --- |

3.3.

A vehicle, representative of the vehicle type to be approved, shall be submitted to the Technical Service conducting the approval tests.

| 3.4. | The competent authority shall verify the existence of satisfactory arrangements for ensuring effective control of the conformity of production before type approval is granted. |
| --- | --- |

3.4.

The competent authority shall verify the existence of satisfactory arrangements for ensuring effective control of the conformity of production before type approval is granted.

4.   APPROVAL

| 4.1. | If the vehicle type submitted for approval pursuant to this Regulation meets the requirements of paragraphs 5 and 6 below, approval of that vehicle type shall be granted. |
| --- | --- |

4.1.

If the vehicle type submitted for approval pursuant to this Regulation meets the requirements of paragraphs 5 and 6 below, approval of that vehicle type shall be granted.

| 4.2. | An approval number shall be assigned to each type approved, its first two digits (at present 10) shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party shall not assign the same number to the same vehicle type equipped with another type of braking system, or to another vehicle type. |
| --- | --- |

4.2.

An approval number shall be assigned to each type approved, its first two digits (at present 10) shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party shall not assign the same number to the same vehicle type equipped with another type of braking system, or to another vehicle type.

| 4.3. | Notice of approval or of refusal of approval of a vehicle type pursuant to this Regulation shall be communicated to the Parties to the Agreement applying this Regulation by means of a form conforming to the model in Annex 2 to this Regulation and of a summary of the information contained in the documents referred to in paragraphs 3.2.1 to 3.2.4 above, the drawings supplied by the applicant being in a format not exceeding A4 (210 × 297 mm), or folded to that format, and on an appropriate scale. |
| --- | --- |

4.3.

Notice of approval or of refusal of approval of a vehicle type pursuant to this Regulation shall be communicated to the Parties to the Agreement applying this Regulation by means of a form conforming to the model in Annex 2 to this Regulation and of a summary of the information contained in the documents referred to in paragraphs 3.2.1 to 3.2.4 above, the drawings supplied by the applicant being in a format not exceeding A4 (210 × 297 mm), or folded to that format, and on an appropriate scale.

| 4.4. | There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation, an international approval mark consisting of:






  4.4.1. | a circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval (3), and |
| --- | --- | --- |

4.4.

There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation, an international approval mark consisting of:

4.4.1.

a circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval (3), and

3

| 4.4.2. | the number of this Regulation, followed by the letter ‘R’, a dash and the approval number to the right of the circle prescribed in paragraph 4.4.1 above. |
| --- | --- |

4.4.2.

the number of this Regulation, followed by the letter ‘R’, a dash and the approval number to the right of the circle prescribed in paragraph 4.4.1 above.

| 4.5. | However, if a vehicle of categories M2 or M3 has been approved pursuant to the provisions of Annex 4, paragraph 1.8 to this Regulation, the number of the Regulation shall be followed by the letter M. |
| --- | --- |

4.5.

However, if a vehicle of categories M2

3

| 4.6. | If the vehicle conforms to a vehicle type approved under one or more other Regulations, annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.4.1 need not be repeated; in such a case, the Regulation and approval numbers and the additional symbols of all the Regulations under which approval has been granted in the country which has granted approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.1 above. |
| --- | --- |

4.6.

If the vehicle conforms to a vehicle type approved under one or more other Regulations, annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.4.1 need not be repeated; in such a case, the Regulation and approval numbers and the additional symbols of all the Regulations under which approval has been granted in the country which has granted approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.1 above.

| 4.7. | The approval mark shall be clearly legible and be indelible. |
| --- | --- |

4.7.

The approval mark shall be clearly legible and be indelible.

| 4.8. | The approval mark shall be placed close to or on the vehicle data plate. |
| --- | --- |

4.8.

The approval mark shall be placed close to or on the vehicle data plate.

| 4.9. | Annex 3 to this Regulation gives examples of arrangements of approval marks. |
| --- | --- |

4.9.

Annex 3 to this Regulation gives examples of arrangements of approval marks.

5.   SPECIFICATIONS

5.1.   General

5.1.1.   Braking system

| 5.1.1.1. | The braking system shall be so designed, constructed and fitted as to enable the vehicle in normal use, despite the vibration to which it may be subjected, to comply with the provisions of this Regulation. |
| --- | --- |

5.1.1.1.

The braking system shall be so designed, constructed and fitted as to enable the vehicle in normal use, despite the vibration to which it may be subjected, to comply with the provisions of this Regulation.

| 5.1.1.2. | In particular, the braking system shall be so designed, constructed and fitted as to be able to resist the corroding and ageing phenomena to which it is exposed. |
| --- | --- |

5.1.1.2.

In particular, the braking system shall be so designed, constructed and fitted as to be able to resist the corroding and ageing phenomena to which it is exposed.

| 5.1.1.3. | Brake linings shall not contain asbestos. |
| --- | --- |

5.1.1.3.

Brake linings shall not contain asbestos.

| 5.1.1.4. | The effectiveness of the braking systems, including the electric control line, shall not be adversely affected by magnetic or electrical fields. This shall be demonstrated by compliance with Regulation No 10, 02 series of amendments. |
| --- | --- |

5.1.1.4.

The effectiveness of the braking systems, including the electric control line, shall not be adversely affected by magnetic or electrical fields. This shall be demonstrated by compliance with Regulation No 10, 02 series of amendments.

| 5.1.1.5. | A failure detection signal may interrupt momentarily (< 10 ms) the demand signal in the control transmission, provided that the braking performance is thereby not reduced. |
| --- | --- |

5.1.1.5.

A failure detection signal may interrupt momentarily (< 10 ms) the demand signal in the control transmission, provided that the braking performance is thereby not reduced.

5.1.2.   Functions of the braking system

The braking system defined in paragraph 2.3 of this Regulation shall fulfil the following functions:

5.1.2.1.   Service braking system

The service braking system shall make it possible to control the movement of the vehicle and to halt it safely, speedily and effectively, whatever its speed and load, on any up or down gradient. It shall be possible to graduate this braking action. The driver shall be able to achieve this braking action from his driving seat without removing his hands from the steering control.

5.1.2.2.   Secondary braking system

The secondary braking system shall make it possible to halt the vehicle within a reasonable distance in the event of failure of the service braking system. It shall be possible to graduate this braking action. The driver shall be able to obtain this braking action from his driving seat while keeping at least one hand on the steering control. For the purposes of these provisions it is assumed that not more than one failure of the service braking system can occur at one time.

5.1.2.3.   Parking braking system

The parking braking system shall make it possible to hold the vehicle stationary on an up or down gradient even in the absence of the driver, the working parts being then held in the locked position by a purely mechanical device. The driver shall be able to achieve this braking action from his driving seat, subject, in the case of a trailer, to the provisions of paragraph 5.2.2.10 of this Regulation. The trailer air brake and the parking braking system of the towing vehicle may be operated simultaneously provided that the driver is able to check, at any time, that the parking brake performance of the vehicle combination, obtained by the purely mechanical action of the parking braking system, is sufficient.

5.1.3.   Connections, for compressed-air braking systems, between power-driven vehicles and trailers

| 5.1.3.1. | The connections of the compressed-air braking systems between power-driven vehicles and trailers shall be provided according to paragraphs 5.1.3.1.1, 5.1.3.1.2 or 5.1.3.1.3:






  5.1.3.1.1. | One pneumatic supply line and one pneumatic control line; |
| --- | --- | --- |

5.1.3.1.

The connections of the compressed-air braking systems between power-driven vehicles and trailers shall be provided according to paragraphs 5.1.3.1.1, 5.1.3.1.2 or 5.1.3.1.3:

5.1.3.1.1.

One pneumatic supply line and one pneumatic control line;

| 5.1.3.1.2. | One pneumatic supply line, one pneumatic control line and one electric control line; |
| --- | --- |

5.1.3.1.2.

One pneumatic supply line, one pneumatic control line and one electric control line;

| 5.1.3.1.3. | One pneumatic supply line and one electric control line; this option is subject to footnote (4). |
| --- | --- |

5.1.3.1.3.

One pneumatic supply line and one electric control line; this option is subject to footnote (4).

4

| 5.1.3.2. | The electric control line of the power-driven vehicle shall provide information as to whether the requirements of paragraph 5.2.1.18.2 can be satisfied by the electric control line, without assistance from the pneumatic control line. It shall also provide information as to whether it is equipped according to paragraph 5.1.3.1.2 with two control lines or according to paragraph 5.1.3.1.3 with only an electric control line. |
| --- | --- |

5.1.3.2.

The electric control line of the power-driven vehicle shall provide information as to whether the requirements of paragraph 5.2.1.18.2 can be satisfied by the electric control line, without assistance from the pneumatic control line. It shall also provide information as to whether it is equipped according to paragraph 5.1.3.1.2 with two control lines or according to paragraph 5.1.3.1.3 with only an electric control line.

| 5.1.3.3. | A power-driven vehicle equipped according to paragraph 5.1.3.1.3 shall recognize that the coupling of a trailer equipped according to paragraph 5.1.3.1.1 is not compatible. When such vehicles are electrically connected via the electric control line of the towing vehicle, the driver shall be warned by the red optical warning signal specified in paragraph 5.2.1.29.1.1 and when the system is energized, the brakes on the towing vehicle shall be automatically applied. This brake application shall provide at least the prescribed parking braking performance required by paragraph 2.3.1 of Annex 4 to this Regulation. |
| --- | --- |

5.1.3.3.

A power-driven vehicle equipped according to paragraph 5.1.3.1.3 shall recognize that the coupling of a trailer equipped according to paragraph 5.1.3.1.1 is not compatible. When such vehicles are electrically connected via the electric control line of the towing vehicle, the driver shall be warned by the red optical warning signal specified in paragraph 5.2.1.29.1.1 and when the system is energized, the brakes on the towing vehicle shall be automatically applied. This brake application shall provide at least the prescribed parking braking performance required by paragraph 2.3.1 of Annex 4 to this Regulation.

| 5.1.3.4. | In the case of a power-driven vehicle equipped with two control lines as defined in paragraph 5.1.3.1.2, when electrically connected to a trailer which is also equipped with two control lines, the following provisions shall be fulfilled:






  5.1.3.4.1. | both signals shall be present at the coupling head and the trailer shall use the electric control signal unless this signal is deemed to have failed. In this case the trailer shall automatically switch to the pneumatic control line; |
| --- | --- | --- |

5.1.3.4.

In the case of a power-driven vehicle equipped with two control lines as defined in paragraph 5.1.3.1.2, when electrically connected to a trailer which is also equipped with two control lines, the following provisions shall be fulfilled:

5.1.3.4.1.

both signals shall be present at the coupling head and the trailer shall use the electric control signal unless this signal is deemed to have failed. In this case the trailer shall automatically switch to the pneumatic control line;

| 5.1.3.4.2. | each vehicle shall conform to the relevant provisions of Annex 10 to this Regulation for both electric and pneumatic control lines; and |
| --- | --- |

5.1.3.4.2.

each vehicle shall conform to the relevant provisions of Annex 10 to this Regulation for both electric and pneumatic control lines; and

| 5.1.3.4.3. | when the electric control signal has exceeded the equivalent of 100 kPa for more than 1 second, the trailer shall verify that a pneumatic signal is present; should no pneumatic signal be present, the driver shall be warned from the trailer by the separate yellow warning signal specified in paragraph 5.2.1.29.2 below. |
| --- | --- |

5.1.3.4.3.

when the electric control signal has exceeded the equivalent of 100 kPa for more than 1 second, the trailer shall verify that a pneumatic signal is present; should no pneumatic signal be present, the driver shall be warned from the trailer by the separate yellow warning signal specified in paragraph 5.2.1.29.2 below.

| 5.1.3.5. | A trailer may be equipped as defined in paragraph 5.1.3.1.3, provided that it can only be operated in conjunction with a power-driven vehicle with an electric control line which satisfies the requirements of paragraph 5.2.1.18.2. In any other case, the trailer, when electrically connected, shall automatically apply the brakes or remain braked. The driver shall be warned by the separate yellow warning signal specified in paragraph 5.2.1.29.2. |
| --- | --- |

5.1.3.5.

A trailer may be equipped as defined in paragraph 5.1.3.1.3, provided that it can only be operated in conjunction with a power-driven vehicle with an electric control line which satisfies the requirements of paragraph 5.2.1.18.2. In any other case, the trailer, when electrically connected, shall automatically apply the brakes or remain braked. The driver shall be warned by the separate yellow warning signal specified in paragraph 5.2.1.29.2.

| 5.1.3.6. | The electric control line shall conform to ISO 11992-1 and 11992-2:2003 and be a point-to-point type using the seven pin connector according to ISO 7638-1 or 7638-2:1997. The data contacts of the ISO 7638 connector shall be used to transfer information exclusively for braking (including ABS) and running gear (steering, tyres and suspension) functions as specified in ISO 11992-2:2003. The braking functions have priority and shall be maintained in the normal and failed modes. The transmission of running gear information shall not delay braking functions. The power supply, provided by the ISO 7638 connector, shall be used exclusively for braking and running gear functions and that required for the transfer of trailer related information not transmitted via the electric control line. However, in all cases the provisions of paragraph 5.2.2.18 of this Regulation shall apply. The power supply for all other functions shall use other measures.






  5.1.3.6.1. | The functional compatibility of towing and towed vehicles equipped with electric control lines as defined above shall be assessed at the time of type approval by checking that the relevant provisions of ISO 11992:2003 parts 1 and 2 are fulfilled. Annex 17 of this Regulation provides an example of tests that may be used to perform this assessment. |
| --- | --- | --- |

5.1.3.6.

The electric control line shall conform to ISO 11992-1 and 11992-2:2003 and be a point-to-point type using the seven pin connector according to ISO 7638-1 or 7638-2:1997. The data contacts of the ISO 7638 connector shall be used to transfer information exclusively for braking (including ABS) and running gear (steering, tyres and suspension) functions as specified in ISO 11992-2:2003. The braking functions have priority and shall be maintained in the normal and failed modes. The transmission of running gear information shall not delay braking functions. The power supply, provided by the ISO 7638 connector, shall be used exclusively for braking and running gear functions and that required for the transfer of trailer related information not transmitted via the electric control line. However, in all cases the provisions of paragraph 5.2.2.18 of this Regulation shall apply. The power supply for all other functions shall use other measures.

5.1.3.6.1.

The functional compatibility of towing and towed vehicles equipped with electric control lines as defined above shall be assessed at the time of type approval by checking that the relevant provisions of ISO 11992:2003 parts 1 and 2 are fulfilled. Annex 17 of this Regulation provides an example of tests that may be used to perform this assessment.

| 5.1.3.6.2. | When a power-driven vehicle is equipped with an electric control line and electrically connected to a trailer equipped with an electric control line, a continuous failure (> 40 ms) within the electric control line shall be detected in the power-driven vehicle and shall be signalled to the driver by the yellow warning signal specified in paragraph 5.2.1.29.1.2, when such vehicles are connected via the electric control line. |
| --- | --- |

5.1.3.6.2.

When a power-driven vehicle is equipped with an electric control line and electrically connected to a trailer equipped with an electric control line, a continuous failure (> 40 ms) within the electric control line shall be detected in the power-driven vehicle and shall be signalled to the driver by the yellow warning signal specified in paragraph 5.2.1.29.1.2, when such vehicles are connected via the electric control line.

| 5.1.3.7. | If the operation of the parking braking system on the power-driven vehicle also operates a braking system on the trailer, as permitted by paragraph 5.1.2.3, then the following additional requirements shall be met:






  5.1.3.7.1. | When the power-driven vehicle is equipped according to paragraph 5.1.3.1.1, the actuation of the parking brake system of the power-driven vehicle shall actuate a braking system on the trailer via the pneumatic control line. |
| --- | --- | --- |

5.1.3.7.

If the operation of the parking braking system on the power-driven vehicle also operates a braking system on the trailer, as permitted by paragraph 5.1.2.3, then the following additional requirements shall be met:

5.1.3.7.1.

When the power-driven vehicle is equipped according to paragraph 5.1.3.1.1, the actuation of the parking brake system of the power-driven vehicle shall actuate a braking system on the trailer via the pneumatic control line.

| 5.1.3.7.2. | When the power-driven vehicle is equipped according to paragraph 5.1.3.1.2, the actuation of the parking brake system on the power-driven vehicle shall actuate a braking system on the trailer as prescribed in paragraph 5.1.3.7.1. In addition, the actuation of the parking brake system may also actuate a braking system on the trailer via the electric control line. |
| --- | --- |

5.1.3.7.2.

When the power-driven vehicle is equipped according to paragraph 5.1.3.1.2, the actuation of the parking brake system on the power-driven vehicle shall actuate a braking system on the trailer as prescribed in paragraph 5.1.3.7.1. In addition, the actuation of the parking brake system may also actuate a braking system on the trailer via the electric control line.

| 5.1.3.7.3. | When the power-driven vehicle is equipped according to paragraph 5.1.3.1.3 or, if it satisfies the requirements of paragraph 5.2.1.18.2 without assistance from the pneumatic control line, paragraph 5.1.3.1.2, the actuation of the parking braking system on the power-driven vehicle shall actuate a braking system on the trailer via the electric control line. When the electrical energy for the braking equipment of the power-driven vehicle is switched off, the braking of the trailer shall be effected by evacuation of the supply line (in addition, the pneumatic control line may remain pressurized); the supply line may only remain evacuated until the electrical energy for the braking equipment of the power-driven vehicle is restored and simultaneously the braking of the trailer via the electric control line is restored. |
| --- | --- |

5.1.3.7.3.

When the power-driven vehicle is equipped according to paragraph 5.1.3.1.3 or, if it satisfies the requirements of paragraph 5.2.1.18.2 without assistance from the pneumatic control line, paragraph 5.1.3.1.2, the actuation of the parking braking system on the power-driven vehicle shall actuate a braking system on the trailer via the electric control line. When the electrical energy for the braking equipment of the power-driven vehicle is switched off, the braking of the trailer shall be effected by evacuation of the supply line (in addition, the pneumatic control line may remain pressurized); the supply line may only remain evacuated until the electrical energy for the braking equipment of the power-driven vehicle is restored and simultaneously the braking of the trailer via the electric control line is restored.

| 5.1.3.8. | Shut-off devices which are not automatically actuated shall not be permitted. In the case of articulated vehicle combinations, the flexible hoses and cables shall be a part of the power-driven vehicle. In all other cases, the flexible hoses and cables shall be a part of the trailer. |
| --- | --- |

5.1.3.8.

Shut-off devices which are not automatically actuated shall not be permitted. In the case of articulated vehicle combinations, the flexible hoses and cables shall be a part of the power-driven vehicle. In all other cases, the flexible hoses and cables shall be a part of the trailer.

5.1.4.   Provisions for the periodic technical inspection of braking systems

5.1.4.1.   It shall be possible to assess the wear condition of the components of the service brake that are subject to wear e.g. friction linings and drums/discs (in the case of drums or discs, wear assessment may not necessarily be carried out at the time of periodic technical inspection). The method by which this may be realized is defined in paragraphs 5.2.1.11.2 and 5.2.2.8.2 of this Regulation.

5.1.4.2.   For the purpose of determining the in-use braking forces of each axle of the vehicle, with a compressed-air braking system, air pressure test connections are required:

| 5.1.4.2.1. | In each independent circuit of the braking system, at the closest readily accessible position to the brake cylinder which is the least favourably placed as far as the response time described in Annex 6 is concerned. |
| --- | --- |

5.1.4.2.1.

In each independent circuit of the braking system, at the closest readily accessible position to the brake cylinder which is the least favourably placed as far as the response time described in Annex 6 is concerned.

| 5.1.4.2.2. | In a braking system which incorporates a pressure modulation device as referred to in paragraph 7.2 of Annex 10, located in the pressure line upstream and downstream of this device at the closest accessible position. If this device is pneumatically controlled an additional test connection is required to simulate the laden condition. Where no such device is fitted, a single pressure test connection, equivalent to the downstream connector mentioned above, shall be provided. These test connections shall be so located as to be easily accessible from the ground or within the vehicle. |
| --- | --- |

5.1.4.2.2.

In a braking system which incorporates a pressure modulation device as referred to in paragraph 7.2 of Annex 10, located in the pressure line upstream and downstream of this device at the closest accessible position. If this device is pneumatically controlled an additional test connection is required to simulate the laden condition. Where no such device is fitted, a single pressure test connection, equivalent to the downstream connector mentioned above, shall be provided. These test connections shall be so located as to be easily accessible from the ground or within the vehicle.

| 5.1.4.2.3. | At the closest readily accessible position to the least favourably placed energy storage device within the meaning of paragraph 2.4 of Annex 7, section A. |
| --- | --- |

5.1.4.2.3.

At the closest readily accessible position to the least favourably placed energy storage device within the meaning of paragraph 2.4 of Annex 7, section A.

| 5.1.4.2.4. | In each independent circuit of the braking system so it is possible to check the input and output pressure of the complete transmission line. |
| --- | --- |

5.1.4.2.4.

In each independent circuit of the braking system so it is possible to check the input and output pressure of the complete transmission line.

| 5.1.4.2.5. | The pressure test connections shall comply with clause 4 of ISO Standard 3583:1984. |
| --- | --- |

5.1.4.2.5.

The pressure test connections shall comply with clause 4 of ISO Standard 3583:1984.

5.1.4.3.   The accessibility of required pressure test connections shall not be obstructed by modifications and assembly of accessories or the vehicle body.

5.1.4.4.   It shall be possible to generate maximum braking forces under static conditions on a rolling road or roller brake tester.

5.1.4.5.   Data for braking systems:

| 5.1.4.5.1. | The data of the compressed-air braking system for the functional and efficiency test shall be specified at the vehicle in a visible position in indelible form, or made freely available in another way (e.g. handbook, electronic data record). |
| --- | --- |

5.1.4.5.1.

The data of the compressed-air braking system for the functional and efficiency test shall be specified at the vehicle in a visible position in indelible form, or made freely available in another way (e.g. handbook, electronic data record).

| 5.1.4.5.2. | For vehicles equipped with compressed-air braking systems at least the following data are required:
  Pneumatic characteristic data:







  Compressor/unloader valve (5) | Max. cut-out pressure = ... kPa | Min. cut-in pressure = ... kPa |
| --- | --- | --- | --- |
| Four-circuit protection valve | Static closing pressure = ... kPa |
| Trailer control valve or relay (8) emergency valve, as appropriate | Corresponding delivery pressure for a control pressure of 150 kPa = ... kPa |
| Minimum design pressure in the service braking system for calculation (5)
   (6) | |

5.1.4.5.2.

For vehicles equipped with compressed-air braking systems at least the following data are required:

Pneumatic characteristic data:

Compressor/unloader valve (5)

5

Max. cut-out pressure = ... kPa

Min. cut-in pressure = ... kPa

Four-circuit protection valve

Static closing pressure = ... kPa

Trailer control valve or relay (8) emergency valve, as appropriate

8

Corresponding delivery pressure for a control pressure of 150 kPa = ... kPa

Minimum design pressure in the service braking system for calculation (5)
   (6)

5

6

| | Axle(s) |
| --- | --- |
| Brake cylinder type (7)

  Service/Parking | / | / | / |
| Maximum stroke (7) smax = ... mm | | | |
| Lever length (7) = ... mm | | | |

Axle(s)

Brake cylinder type (7)

7

Service/Parking

/

/

/

Maximum stroke (7) smax = ... mm

7

max

Lever length (7) = ... mm

7

5.1.4.6.   Reference braking forces

| 5.1.4.6.1. | Reference braking forces shall be defined for vehicles with compressed air operated brakes using a roller brake tester. |
| --- | --- |

5.1.4.6.1.

Reference braking forces shall be defined for vehicles with compressed air operated brakes using a roller brake tester.

| 5.1.4.6.2. | Reference braking forces are to be determined for a brake actuator pressure range from 100 kPa to the pressure generated under Type-0 conditions for each axle. The applicant for type approval shall nominate reference-braking forces for a brake activator pressure range from 100 kPa. These data shall be made available, by the vehicle manufacturer, according to paragraph 5.1.4.5.1 above. |
| --- | --- |

5.1.4.6.2.

Reference braking forces are to be determined for a brake actuator pressure range from 100 kPa to the pressure generated under Type-0 conditions for each axle. The applicant for type approval shall nominate reference-braking forces for a brake activator pressure range from 100 kPa. These data shall be made available, by the vehicle manufacturer, according to paragraph 5.1.4.5.1 above.

| 5.1.4.6.3. | The reference braking forces shall be declared such that the vehicle is capable of generating a braking rate equivalent to that defined in Annex 4 of this Regulation for the relevant vehicle (50 per cent in the case of vehicles of category M2, M3, N2, N3, O3 and O4 except semi-trailers, 45 per cent in the case of semi-trailers), whenever the measured roller braking force, for each axle irrespective of load, is not less than the reference braking force for a given brake actuator pressure within the declared operating pressure range (9). |
| --- | --- |

5.1.4.6.3.

The reference braking forces shall be declared such that the vehicle is capable of generating a braking rate equivalent to that defined in Annex 4 of this Regulation for the relevant vehicle (50 per cent in the case of vehicles of category M2

3

2

3

3

4

9

5.1.4.7.   It shall be possible to verify, in a simple way, the correct operational status of those complex electronic systems which have control over braking. If special information is needed, this shall be made freely available.

| 5.1.4.7.1. | At the time of type approval, the means implemented to protect against simple unauthorized modification of the operation to the verification means chosen by the manufacturer (e.g. warning signal) shall be confidentially outlined.
  Alternatively, this protection requirement is fulfilled when a secondary means of checking the correct operational status is available. |
| --- | --- |

5.1.4.7.1.

At the time of type approval, the means implemented to protect against simple unauthorized modification of the operation to the verification means chosen by the manufacturer (e.g. warning signal) shall be confidentially outlined.

Alternatively, this protection requirement is fulfilled when a secondary means of checking the correct operational status is available.

5.1.5.   The requirements of Annex 18 shall be applied to the safety aspects of all complex electronic vehicle control systems which provide or form part of the control transmission of the braking function included those which utilize the braking system(s) for automatically commanded braking or selective braking.

However, systems or functions, which use the braking system as the means of achieving a higher level objective, are subject to Annex 18 only insofar as they have a direct effect on the braking system. If such systems are provided, they shall not be deactivated during type approval testing of the braking system.

5.2.   Characteristics of braking systems

5.2.1.   Vehicles of categories M2, M3 and N

2

3

5.2.1.1.   The set of braking systems with which a vehicle is equipped shall satisfy the requirements laid down for service, secondary and parking braking systems.

5.2.1.2.   The systems providing service, secondary and parking braking may have common components so long as they fulfil the following conditions:

| 5.2.1.2.1. | there shall be at least two controls, independent of each other and readily accessible to the driver from his normal driving position.
  For all categories of vehicles, except M2 and M3, every brake control (excluding an endurance braking system control) shall be designed such that it returns to the fully off position when released. This requirement shall not apply to a parking brake control (or that part of a combined control) when it is mechanically locked in an applied position; |
| --- | --- |

5.2.1.2.1.

there shall be at least two controls, independent of each other and readily accessible to the driver from his normal driving position.

For all categories of vehicles, except M2 and M3, every brake control (excluding an endurance braking system control) shall be designed such that it returns to the fully off position when released. This requirement shall not apply to a parking brake control (or that part of a combined control) when it is mechanically locked in an applied position;

2

3

| 5.2.1.2.2. | the control of the service braking system shall be independent of the control of the parking braking system; |
| --- | --- |

5.2.1.2.2.

the control of the service braking system shall be independent of the control of the parking braking system;

| 5.2.1.2.3. | if the service braking system and the secondary braking system have the same control, the effectiveness of the linkage between that control and the different components of the transmission systems shall not be liable to diminish after a certain period of use; |
| --- | --- |

5.2.1.2.3.

if the service braking system and the secondary braking system have the same control, the effectiveness of the linkage between that control and the different components of the transmission systems shall not be liable to diminish after a certain period of use;

| 5.2.1.2.4. | if the service braking system and the secondary braking system have the same control, the parking braking system shall be so designed that it can be actuated when the vehicle is in motion. This requirement shall not apply if the vehicle's service braking system can be actuated, even partially, by means of an auxiliary control; |
| --- | --- |

5.2.1.2.4.

if the service braking system and the secondary braking system have the same control, the parking braking system shall be so designed that it can be actuated when the vehicle is in motion. This requirement shall not apply if the vehicle's service braking system can be actuated, even partially, by means of an auxiliary control;

| 5.2.1.2.5. | without prejudice to the requirements of paragraph 5.1.2.3 of this Regulation, the service braking system and the parking braking system may use common components in their transmission(s), provided that in the event of a failure in any part of the transmission(s) the requirements for secondary braking are still ensured; |
| --- | --- |

5.2.1.2.5.

without prejudice to the requirements of paragraph 5.1.2.3 of this Regulation, the service braking system and the parking braking system may use common components in their transmission(s), provided that in the event of a failure in any part of the transmission(s) the requirements for secondary braking are still ensured;

| 5.2.1.2.6. | in the event of breakage of any component other than the brakes (as defined in paragraph 2.6 of this Regulation) or the components referred to in paragraph 5.2.1.2.8 below, or of any other failure of the service braking system (malfunction, partial or total exhaustion of an energy reserve), 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; |
| --- | --- |

5.2.1.2.6.

in the event of breakage of any component other than the brakes (as defined in paragraph 2.6 of this Regulation) or the components referred to in paragraph 5.2.1.2.8 below, or of any other failure of the service braking system (malfunction, partial or total exhaustion of an energy reserve), 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;

| 5.2.1.2.7. | in particular, where the secondary braking system and the service braking system have a common control and a common transmission:






  5.2.1.2.7.1. | If service braking is ensured by the action of the driver's muscular energy assisted by one or more energy reserves, secondary braking shall, in the event of failure of that assistance, be capable of being ensured by the driver's muscular energy assisted by the energy reserves, if any, which are unaffected by the failure, the force applied to the control not exceeding the prescribed maxima; |
| --- | --- | --- |

5.2.1.2.7.

in particular, where the secondary braking system and the service braking system have a common control and a common transmission:

5.2.1.2.7.1.

If service braking is ensured by the action of the driver's muscular energy assisted by one or more energy reserves, secondary braking shall, in the event of failure of that assistance, be capable of being ensured by the driver's muscular energy assisted by the energy reserves, if any, which are unaffected by the failure, the force applied to the control not exceeding the prescribed maxima;

| 5.2.1.2.7.2. | If the service braking force and transmission depend exclusively on the use, controlled by the driver, of an energy reserve, there shall be at least two completely independent energy reserves, each provided with its own transmission likewise independent; each of them may act on the brakes of only two or more wheels so selected as to be capable of ensuring by themselves the prescribed degree of secondary braking without endangering the stability of the vehicle during braking; in addition, each of the aforesaid energy reserves shall be equipped with a warning device as defined in paragraph 5.2.1.13 below. In each service braking circuit in at least one of the air reservoirs a device for draining and exhausting is required in an adequate and easily accessible position; |
| --- | --- |

5.2.1.2.7.2.

If the service braking force and transmission depend exclusively on the use, controlled by the driver, of an energy reserve, there shall be at least two completely independent energy reserves, each provided with its own transmission likewise independent; each of them may act on the brakes of only two or more wheels so selected as to be capable of ensuring by themselves the prescribed degree of secondary braking without endangering the stability of the vehicle during braking; in addition, each of the aforesaid energy reserves shall be equipped with a warning device as defined in paragraph 5.2.1.13 below. In each service braking circuit in at least one of the air reservoirs a device for draining and exhausting is required in an adequate and easily accessible position;

| 5.2.1.2.7.3. | If the service braking force and transmission depend exclusively on the use of an energy reserve, one energy reserve for the transmission is deemed to be sufficient, provided that the prescribed secondary braking is ensured by the action of the driver's muscular energy acting on the service brake control and the requirements of paragraph 5.2.1.6 are met. |
| --- | --- |

5.2.1.2.7.3.

If the service braking force and transmission depend exclusively on the use of an energy reserve, one energy reserve for the transmission is deemed to be sufficient, provided that the prescribed secondary braking is ensured by the action of the driver's muscular energy acting on the service brake control and the requirements of paragraph 5.2.1.6 are met.

| 5.2.1.2.8. | certain parts, such as the pedal and its bearing, the master cylinder and its piston or pistons (hydraulic systems), the control valve (hydraulic and/or pneumatic systems), the linkage between the pedal and the master cylinder or the control valve, the brake cylinders and their pistons (hydraulic and/or pneumatic systems), and the lever-and-cam assemblies of brakes, shall not be regarded as liable to breakage if they are amply dimensioned, are readily accessible for maintenance, and exhibit safety features at least equal to those prescribed for other essential components (such as the steering linkage) of the vehicle. Any such part as aforesaid whose failure would make it impossible to brake the vehicle with a degree of effectiveness at least equal to that prescribed for secondary braking shall be made of metal or of a material with equivalent characteristics and shall not undergo notable distortion in normal operation of the braking systems. |
| --- | --- |

5.2.1.2.8.

certain parts, such as the pedal and its bearing, the master cylinder and its piston or pistons (hydraulic systems), the control valve (hydraulic and/or pneumatic systems), the linkage between the pedal and the master cylinder or the control valve, the brake cylinders and their pistons (hydraulic and/or pneumatic systems), and the lever-and-cam assemblies of brakes, shall not be regarded as liable to breakage if they are amply dimensioned, are readily accessible for maintenance, and exhibit safety features at least equal to those prescribed for other essential components (such as the steering linkage) of the vehicle. Any such part as aforesaid whose failure would make it impossible to brake the vehicle with a degree of effectiveness at least equal to that prescribed for secondary braking shall be made of metal or of a material with equivalent characteristics and shall not undergo notable distortion in normal operation of the braking systems.

5.2.1.3.   Where there are separate controls for the service braking system and the secondary braking system, simultaneous actuation of the two controls shall not render both the service braking system and the secondary braking system inoperative, either when both braking systems are in good working order or when one of them is faulty.

5.2.1.4.   The service braking system shall, whether or not it is combined with the secondary braking system, be such that in the event of failure in a part of its transmission a sufficient number of wheels are still braked by actuation of the service brake control; these wheels shall be so selected that the residual performance of the service braking system satisfies the requirements laid down in paragraph 2.4 of Annex 4 to this Regulation.

| 5.2.1.4.1. | However, the foregoing provisions shall not apply to tractor vehicles for semi-trailers when the transmission of the semi-trailer's service braking system is independent of that of the tractor vehicle's service braking system; |
| --- | --- |

5.2.1.4.1.

However, the foregoing provisions shall not apply to tractor vehicles for semi-trailers when the transmission of the semi-trailer's service braking system is independent of that of the tractor vehicle's service braking system;

| 5.2.1.4.2. | The failure of a part of a hydraulic transmission system shall be signalled to the driver by a device comprising a red warning signal, as specified in paragraph 5.2.1.29.1.1. Alternatively, the lighting up of this device when the fluid in the reservoir is below a certain level specified by the manufacturer shall be permitted. |
| --- | --- |

5.2.1.4.2.

The failure of a part of a hydraulic transmission system shall be signalled to the driver by a device comprising a red warning signal, as specified in paragraph 5.2.1.29.1.1. Alternatively, the lighting up of this device when the fluid in the reservoir is below a certain level specified by the manufacturer shall be permitted.

5.2.1.5.   Where use is made of energy other than the muscular energy of the driver, there need not be more than one source of such energy (hydraulic pump, air compressor, etc.), but the means by which the device constituting that source is driven shall be as safe as practicable.

| 5.2.1.5.1. | In the event of failure in any part of the transmission of a braking system, the feed to the part not affected by the failure shall continue to be ensured if required for the purpose of halting the vehicle with the degree of effectiveness prescribed for residual and/or secondary braking. This condition shall be met by means of devices which can be easily actuated when the vehicle is stationary, or by automatic means. |
| --- | --- |

5.2.1.5.1.

In the event of failure in any part of the transmission of a braking system, the feed to the part not affected by the failure shall continue to be ensured if required for the purpose of halting the vehicle with the degree of effectiveness prescribed for residual and/or secondary braking. This condition shall be met by means of devices which can be easily actuated when the vehicle is stationary, or by automatic means.

| 5.2.1.5.2. | Furthermore, storage devices located down-circuit of this device shall be such that in the case of a failure in the energy supply after four full-stroke actuations of the service brake control, under the conditions prescribed in paragraph 1.2 of Annex 7 to this Regulation, it is still possible to halt the vehicle at the fifth application, with the degree of effectiveness prescribed for secondary braking. |
| --- | --- |

5.2.1.5.2.

Furthermore, storage devices located down-circuit of this device shall be such that in the case of a failure in the energy supply after four full-stroke actuations of the service brake control, under the conditions prescribed in paragraph 1.2 of Annex 7 to this Regulation, it is still possible to halt the vehicle at the fifth application, with the degree of effectiveness prescribed for secondary braking.

| 5.2.1.5.3. | However, for hydraulic braking systems with stored energy, these provisions can be considered to be met provided that the requirements of paragraph 1.2.2 of Part C of Annex 7 to this Regulation, are satisfied. |
| --- | --- |

5.2.1.5.3.

However, for hydraulic braking systems with stored energy, these provisions can be considered to be met provided that the requirements of paragraph 1.2.2 of Part C of Annex 7 to this Regulation, are satisfied.

5.2.1.6.   The requirements of paragraphs 5.2.1.2, 5.2.1.4 and 5.2.1.5 of this Regulation shall be met without the use of any automatic device of a kind such that its ineffectiveness might pass unnoticed through the fact that parts normally in a position of rest come into action only in the event of failure in the braking system.

5.2.1.7.   The service braking system shall act on all wheels of the vehicle and shall distribute its action appropriately among the axles.

| 5.2.1.7.1. | In the case of vehicles with more than two axles, in order to avoid wheel-locking or glazing of the brake linings, the brake force on certain axles may be reduced to zero automatically when carrying a much reduced load, provided that the vehicle meets all the performance requirements prescribed in Annex 4 to this Regulation. |
| --- | --- |

5.2.1.7.1.

In the case of vehicles with more than two axles, in order to avoid wheel-locking or glazing of the brake linings, the brake force on certain axles may be reduced to zero automatically when carrying a much reduced load, provided that the vehicle meets all the performance requirements prescribed in Annex 4 to this Regulation.

| 5.2.1.7.2. | In the case of N1 category vehicles with electric regenerative braking systems of category B, the braking input from other sources of braking, may be suitably phased to allow the electric regenerative braking system alone to be applied, provided that both the following conditions are met:






  5.2.1.7.2.1. | intrinsic variations in the torque output of the electrical regenerative braking system (e.g. as a result of changes in the electric state of charge in the traction batteries) are automatically compensated by appropriate variation in the phasing relationship as long as the requirements (10) of one of the following annexes to this Regulation are satisfied: | Annex 4, paragraph 1.3.2, or |
| --- | --- | --- | --- |

5.2.1.7.2.

In the case of N1 category vehicles with electric regenerative braking systems of category B, the braking input from other sources of braking, may be suitably phased to allow the electric regenerative braking system alone to be applied, provided that both the following conditions are met:

1

5.2.1.7.2.1.

intrinsic variations in the torque output of the electrical regenerative braking system (e.g. as a result of changes in the electric state of charge in the traction batteries) are automatically compensated by appropriate variation in the phasing relationship as long as the requirements (10) of one of the following annexes to this Regulation are satisfied:

10

Annex 4, paragraph 1.3.2, or

| | Annex 13, paragraph 5.3 (including the case with the electric motor engaged), and |
| --- | --- |

Annex 13, paragraph 5.3 (including the case with the electric motor engaged), and

| 5.2.1.7.2.2. | wherever necessary, to ensure that braking rate (10) remains related to the driver’s braking demand, having regard to the available tyre/road adhesion, braking shall automatically be caused to act on all wheels of the vehicle. |
| --- | --- |

5.2.1.7.2.2.

wherever necessary, to ensure that braking rate (10) remains related to the driver’s braking demand, having regard to the available tyre/road adhesion, braking shall automatically be caused to act on all wheels of the vehicle.

10

5.2.1.8.   The action of the service braking system shall be distributed between the wheels of one and the same axle symmetrically in relation to the longitudinal median plane of the vehicle. Compensation and functions, such as anti-lock, which may cause deviations from this symmetrical distribution, shall be declared.

| 5.2.1.8.1. | Compensation by the electric control transmission for deterioration or defect within the braking system shall be indicated to the driver by means of the yellow warning signal specified in paragraph 5.2.1.29.1.2. This requirement shall apply for all conditions of loading when compensation exceeds the following limits:






  5.2.1.8.1.1. | a difference in transverse braking pressures on any axle of:






  (a) | 25 per cent of the higher value for vehicle decelerations ≥ 2 m/s2, |
| --- | --- | --- | --- |

5.2.1.8.1.

Compensation by the electric control transmission for deterioration or defect within the braking system shall be indicated to the driver by means of the yellow warning signal specified in paragraph 5.2.1.29.1.2. This requirement shall apply for all conditions of loading when compensation exceeds the following limits:

5.2.1.8.1.1.

a difference in transverse braking pressures on any axle of:

(a)

25 per cent of the higher value for vehicle decelerations ≥ 2 m/s2,

2

| (b) | a value corresponding to 25 per cent at 2 m/s2 for decelerations below this rate. |
| --- | --- |

(b)

a value corresponding to 25 per cent at 2 m/s2 for decelerations below this rate.

2

| 5.2.1.8.1.2. | an individual compensating value on any axle of:






  (a) | > 50 per cent of the nominal value for vehicle decelerations ≥ 2 m/s2, |
| --- | --- | --- |

5.2.1.8.1.2.

an individual compensating value on any axle of:

(a)

> 50 per cent of the nominal value for vehicle decelerations ≥ 2 m/s2,

2

| (b) | a value corresponding to 50 per cent of the nominal value at 2 m/s2 for decelerations below this rate. |
| --- | --- |

(b)

a value corresponding to 50 per cent of the nominal value at 2 m/s2 for decelerations below this rate.

2

| 5.2.1.8.2. | Compensation as defined above, is permitted only when the initial brake application is made at vehicle speeds greater than 10 km/h. |
| --- | --- |

5.2.1.8.2.

Compensation as defined above, is permitted only when the initial brake application is made at vehicle speeds greater than 10 km/h.

5.2.1.9.   Malfunctions of the electric control transmission shall not apply the brakes contrary to the driver's intentions.

5.2.1.10.   The service, secondary and parking braking systems shall act on braking surfaces connected to the wheels through components of adequate strength.

Where braking torque for a particular axle or axles is provided by both a friction braking system and an electrical regenerative braking system of category B, disconnection of the latter source is permitted, providing that the friction braking source remains permanently connected and able to provide the compensation referred to in paragraph 5.2.1.7.2.1.

However in the case of short disconnection transients, incomplete compensation is accepted, but within 1 s, this compensation shall have attained at least 75 per cent of its final value.

Nevertheless, in all cases the permanently connected friction braking source shall ensure that both the service and secondary braking systems continue to operate with the prescribed degree of effectiveness.

Disconnection of the braking surfaces of the parking braking system shall be permitted only on condition that the disconnection is controlled exclusively by the driver from his driving seat, by a system incapable of being brought into action by a leak.

5.2.1.11.   Wear of the brakes shall be capable of being easily taken up by means of a system of manual or automatic adjustment. In addition, the control and the components of the transmission and of the brakes shall possess a reserve of travel and, if necessary, suitable means of compensation such that, when the brakes become heated, or the brake linings have reached a certain degree of wear, effective braking is ensured without immediate adjustment being necessary.

5.2.1.11.1.   Wear adjustment shall be automatic for the service brakes. However, the fitting of automatic brake adjustment devices is optional for off-road vehicles of categories N2 and N3 and for the rear brakes of vehicles of category N1. Brakes equipped with automatic brake adjustment devices shall, after heating followed by cooling, be capable of free running as defined in paragraph 1.5.4 of Annex 4 following the Type-I test also defined in that annex.

2

3

1

5.2.1.11.2.   Checking the wear of the service brake friction components

| 5.2.1.11.2.1. | It shall be possible to easily assess this wear on service brake linings from the outside or underside of the vehicle, without the removal of the wheels, by the provision of appropriate inspection holes or by some other means. This may be achieved by utilizing simple standard workshop tools or common inspection equipment for vehicles.
  Alternatively, a sensing device per wheel (twin wheels are considered as a single wheel), which will warn the driver at his driving position when lining replacement is necessary, is acceptable. In the case of an optical warning, the yellow warning signal specified in paragraph 5.2.1.29.1.2 below may be used. |
| --- | --- |

5.2.1.11.2.1.

It shall be possible to easily assess this wear on service brake linings from the outside or underside of the vehicle, without the removal of the wheels, by the provision of appropriate inspection holes or by some other means. This may be achieved by utilizing simple standard workshop tools or common inspection equipment for vehicles.

Alternatively, a sensing device per wheel (twin wheels are considered as a single wheel), which will warn the driver at his driving position when lining replacement is necessary, is acceptable. In the case of an optical warning, the yellow warning signal specified in paragraph 5.2.1.29.1.2 below may be used.

| 5.2.1.11.2.2. | Assessment of the wear condition of the friction surfaces of brake discs or drums may only be performed by direct measurement of the actual component or examination of any brake disc or drum wear indicators, which may necessitate some level of disassembly. Therefore, at the time of type approval, the vehicle manufacturer shall define the following:






  (a) | The method by which wear of the friction surfaces of drums and discs may be assessed, including the level of disassembly required and the tools and process required to achieve this. |
| --- | --- | --- |

5.2.1.11.2.2.

Assessment of the wear condition of the friction surfaces of brake discs or drums may only be performed by direct measurement of the actual component or examination of any brake disc or drum wear indicators, which may necessitate some level of disassembly. Therefore, at the time of type approval, the vehicle manufacturer shall define the following:

(a)

The method by which wear of the friction surfaces of drums and discs may be assessed, including the level of disassembly required and the tools and process required to achieve this.

| (b) | Information defining the maximum acceptable wear limit at the point at which replacement becomes necessary. |
| --- | --- |

(b)

Information defining the maximum acceptable wear limit at the point at which replacement becomes necessary.

This information shall be made freely available, e.g. vehicle handbook or electronic data record.

5.2.1.12.   In hydraulic-transmission braking systems, the filling ports of the fluid reservoirs shall be readily accessible; in addition, the receptacles containing the reserve fluid shall be so designed and constructed that the level of the reserve fluid can be easily checked without the receptacles having to be opened. If this latter condition is not fulfilled, the red warning signal specified in paragraph 5.2.1.29.1.1 shall draw the driver's attention to any fall in the level of reserve fluid liable to cause a failure of the braking system. The type of fluid to be used in the hydraulic transmission braking systems shall be identified by the symbol in accordance with figure 1 or 2 of Standard ISO 9128:1987. The symbol shall be affixed in a visible position in indelible form within 100 mm of the filling ports of the fluid reservoirs; additional information may be provided by the manufacturer.

5.2.1.13.   Warning device

| 5.2.1.13.1. | Any vehicle fitted with a service brake actuated from an energy reservoir shall, where the prescribed secondary braking performance cannot be obtained by means of this braking system without the use of the stored energy, be provided with a warning device, in addition to a pressure gauge, where fitted, giving an optical or acoustic signal when the stored energy, in any part of the system, falls to a value at which without re-charging of the reservoir and irrespective of the load conditions of the vehicle, it is possible to apply the service brake control a fifth time after four full-stroke actuations and obtain the prescribed secondary braking performance (without faults in the service brake transmission and with the brakes adjusted as closely as possible). This warning device shall be directly and permanently connected to the circuit. When the engine is running under normal operating conditions and there are no faults in the braking system, as is the case in approval tests for this type, the warning device shall give no signal except during the time required for charging the energy reservoir(s) after start-up of the engine. The red warning signal specified in paragraph 5.2.1.29.1.1 shall be used as the optical warning signal.






  5.2.1.13.1.1. | However, in the case of vehicles which are only considered to comply with the requirements of paragraph 5.2.1.5.1 of this Regulation by virtue of meeting the requirements of paragraph 1.2.2 of Part C of Annex 7 to this Regulation, the warning device shall consist of an acoustic signal in addition to an optical signal. These devices need not operate simultaneously, provided that each of them meet the above requirements and the acoustic signal is not actuated before the optical signal. The red warning signal specified in paragraph 5.2.1.29.1.1 shall be used as the optical warning signal. |
| --- | --- | --- |

5.2.1.13.1.

Any vehicle fitted with a service brake actuated from an energy reservoir shall, where the prescribed secondary braking performance cannot be obtained by means of this braking system without the use of the stored energy, be provided with a warning device, in addition to a pressure gauge, where fitted, giving an optical or acoustic signal when the stored energy, in any part of the system, falls to a value at which without re-charging of the reservoir and irrespective of the load conditions of the vehicle, it is possible to apply the service brake control a fifth time after four full-stroke actuations and obtain the prescribed secondary braking performance (without faults in the service brake transmission and with the brakes adjusted as closely as possible). This warning device shall be directly and permanently connected to the circuit. When the engine is running under normal operating conditions and there are no faults in the braking system, as is the case in approval tests for this type, the warning device shall give no signal except during the time required for charging the energy reservoir(s) after start-up of the engine. The red warning signal specified in paragraph 5.2.1.29.1.1 shall be used as the optical warning signal.

5.2.1.13.1.1.

However, in the case of vehicles which are only considered to comply with the requirements of paragraph 5.2.1.5.1 of this Regulation by virtue of meeting the requirements of paragraph 1.2.2 of Part C of Annex 7 to this Regulation, the warning device shall consist of an acoustic signal in addition to an optical signal. These devices need not operate simultaneously, provided that each of them meet the above requirements and the acoustic signal is not actuated before the optical signal. The red warning signal specified in paragraph 5.2.1.29.1.1 shall be used as the optical warning signal.

| 5.2.1.13.1.2. | This acoustic device may be rendered inoperative while the handbrake is applied and/or, at the choice of the manufacturer, in the case of automatic transmission the selector is in the ‘Park’ position. |
| --- | --- |

5.2.1.13.1.2.

This acoustic device may be rendered inoperative while the handbrake is applied and/or, at the choice of the manufacturer, in the case of automatic transmission the selector is in the ‘Park’ position.

5.2.1.14.   Without prejudice to the requirements of paragraph 5.1.2.3 of this Regulation, where an auxiliary source of energy is essential to the functioning of a braking system, the reserve of energy shall be such as to ensure that, if the engine stops or in the event of a failure of the means by which the energy source is driven, the braking performance remains adequate to bring the vehicle to a halt in the prescribed conditions. In addition, if the muscular effort applied by the driver to the parking braking system is reinforced by a servo device, the actuation of the parking braking system shall be ensured in the event of a failure of the servo device, if necessary by using a reserve of energy independent of that normally supplying the servo device. This reserve of energy may be that intended for the service braking system.

5.2.1.15.   In the case of a power-driven vehicle to which the coupling of a trailer equipped with a brake controlled by the driver of the towing vehicle is authorized, the service braking system of the towing vehicle shall be equipped with a device so designed that in the event of failure of the trailer's braking system, or in the event of an interruption in the air supply pipe (or of such other type of connection as may be adopted) between the towing vehicle and its trailer, it shall still be possible to brake the towing vehicle with the effectiveness prescribed for secondary braking; it is accordingly prescribed, in particular, that this device shall be situated on the towing vehicle.

5.2.1.16.   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 paragraph 5.2.1.13 above.

5.2.1.17.   If the trailer is of category O3 or O4, the service braking system shall be of the continuous or semi-continuous type.

3

4

5.2.1.18.   In the case of a vehicle authorized to tow a trailer of category O3 or O4, its braking systems shall satisfy the following conditions:

3

4

| 5.2.1.18.1. | when the towing vehicle's secondary braking system comes into action, there shall also be a graduated braking action in the trailer; |
| --- | --- |

5.2.1.18.1.

when the towing vehicle's secondary braking system comes into action, there shall also be a graduated braking action in the trailer;

| 5.2.1.18.2. | in the event of failure of the towing vehicle's service braking system, where that system consists of at least two independent parts, the part or parts not affected by the failure shall be capable of partially or fully actuating the brakes of the trailer. It shall be possible to graduate this braking action. If this operation is achieved by a valve which is normally at rest, then such a valve may only be incorporated if its correct functioning can easily be checked by the driver, either from within the cab or from outside the vehicle, without the use of tools; |
| --- | --- |

5.2.1.18.2.

in the event of failure of the towing vehicle's service braking system, where that system consists of at least two independent parts, the part or parts not affected by the failure shall be capable of partially or fully actuating the brakes of the trailer. It shall be possible to graduate this braking action. If this operation is achieved by a valve which is normally at rest, then such a valve may only be incorporated if its correct functioning can easily be checked by the driver, either from within the cab or from outside the vehicle, without the use of tools;

| 5.2.1.18.3. | in the event of a failure (e.g. breakage or leak) in one of the pneumatic connecting lines, interruption or defect in the electric control line, it shall nevertheless be possible for the driver, fully or partially, to actuate the brakes of the trailer by means either of the service braking control or of the secondary braking control or of the parking braking control, unless the failure automatically causes the trailer to be braked with the performance prescribed in paragraph 3.3 of Annex 4 to this Regulation. |
| --- | --- |

5.2.1.18.3.

in the event of a failure (e.g. breakage or leak) in one of the pneumatic connecting lines, interruption or defect in the electric control line, it shall nevertheless be possible for the driver, fully or partially, to actuate the brakes of the trailer by means either of the service braking control or of the secondary braking control or of the parking braking control, unless the failure automatically causes the trailer to be braked with the performance prescribed in paragraph 3.3 of Annex 4 to this Regulation.

| 5.2.1.18.4. | the automatic braking in paragraph 5.2.1.18.3 above shall be considered to be met when the following conditions are fulfilled:






  5.2.1.18.4.1. | when the designated brake control of those controls mentioned in paragraph 5.2.1.18.3 above, is fully actuated, the pressure in the supply line shall fall to 150 kPa within the following two seconds; in addition, when the brake control is released, the supply line shall be re-pressurized. |
| --- | --- | --- |

5.2.1.18.4.

the automatic braking in paragraph 5.2.1.18.3 above shall be considered to be met when the following conditions are fulfilled:

5.2.1.18.4.1.

when the designated brake control of those controls mentioned in paragraph 5.2.1.18.3 above, is fully actuated, the pressure in the supply line shall fall to 150 kPa within the following two seconds; in addition, when the brake control is released, the supply line shall be re-pressurized.

| 5.2.1.18.4.2. | when the supply line is evacuated at the rate of at least 100 kPa per second the automatic braking of the trailer shall start to operate before the pressure in the supply line falls to 200 kPa. |
| --- | --- |

5.2.1.18.4.2.

when the supply line is evacuated at the rate of at least 100 kPa per second the automatic braking of the trailer shall start to operate before the pressure in the supply line falls to 200 kPa.

| 5.2.1.18.5. | in the event of a failure in one of the control lines connecting two vehicles equipped according to paragraph 5.1.3.1.2, the control line not affected by the failure shall automatically ensure the braking performance prescribed for the trailer in paragraph 3.1 of Annex 4. |
| --- | --- |

5.2.1.18.5.

in the event of a failure in one of the control lines connecting two vehicles equipped according to paragraph 5.1.3.1.2, the control line not affected by the failure shall automatically ensure the braking performance prescribed for the trailer in paragraph 3.1 of Annex 4.

5.2.1.19.   In the case of a power-driven vehicle equipped to draw a trailer with an electrical braking system, according to paragraph 1.1 of Annex 14 to this Regulation, the following requirements shall be met:

| 5.2.1.19.1. | the power supply (generator and battery) of the power-driven vehicle shall have a sufficient capacity to provide the current for an electrical braking system. With the engine running at the idling speed recommended by the manufacturer and all electrical devices supplied by the manufacturer as standard equipment of the vehicle switched on, the voltage in the electrical lines shall at maximum current consumption of the electrical braking system (15 A) not fall below the value of 9,6 V measured at the connection. The electrical lines shall not be capable of short circuiting even when overloaded; |
| --- | --- |

5.2.1.19.1.

the power supply (generator and battery) of the power-driven vehicle shall have a sufficient capacity to provide the current for an electrical braking system. With the engine running at the idling speed recommended by the manufacturer and all electrical devices supplied by the manufacturer as standard equipment of the vehicle switched on, the voltage in the electrical lines shall at maximum current consumption of the electrical braking system (15 A) not fall below the value of 9,6 V measured at the connection. The electrical lines shall not be capable of short circuiting even when overloaded;

| 5.2.1.19.2. | in the event of a failure in the towing vehicle's service braking system, where that system consists of at least two independent parts, the part or parts not affected by the failure should be capable of partially or fully actuating the brakes of the trailer; |
| --- | --- |

5.2.1.19.2.

in the event of a failure in the towing vehicle's service braking system, where that system consists of at least two independent parts, the part or parts not affected by the failure should be capable of partially or fully actuating the brakes of the trailer;

| 5.2.1.19.3. | the use of the stop-lamp switch and circuit for actuating the electrical braking system is permissible only if the actuating line is connected in parallel with the stop-lamp and the existing stop-lamp switch and circuit are capable of taking the extra load. |
| --- | --- |

5.2.1.19.3.

the use of the stop-lamp switch and circuit for actuating the electrical braking system is permissible only if the actuating line is connected in parallel with the stop-lamp and the existing stop-lamp switch and circuit are capable of taking the extra load.

5.2.1.20.   In the case of a pneumatic service braking system comprising two or more independent sections, any leakage between those sections at or downstream of the control shall be continuously vented to atmosphere.

5.2.1.21.   In the case of a power-driven vehicle authorized to tow a trailer of categories O3 or O4, the service braking system of the trailer may only be operated in conjunction with the service, secondary or parking braking system of the towing vehicle. However, automatic application of the trailer brakes alone is permitted where the operation of the trailer brakes is initiated automatically by the towing vehicle for the sole purpose of vehicle stabilization.

3

4

5.2.1.22.   Power-driven vehicles of categories M2, M3, N2 and N3 with not more than four axles shall be equipped with anti-lock systems of category 1 in accordance with Annex 13 to this Regulation.

2

3

2

3

5.2.1.23.   Power-driven vehicles authorized to tow a trailer equipped with an anti-lock system shall also be equipped with a special electrical connector, conforming to ISO 7638:1997 (11), for the electric control line transmission and/or the anti-lock systems of trailers.

11

5.2.1.24.   Additional requirements for vehicles of categories M2, N1 and category N2 < 5 tonnes equipped with an electric regenerative braking system of category A:

2

1

2

| 5.2.1.24.1. | The electric regenerative braking shall only be actuated by the accelerator control and/or the gear selector neutral position for vehicles of category N1. |
| --- | --- |

5.2.1.24.1.

The electric regenerative braking shall only be actuated by the accelerator control and/or the gear selector neutral position for vehicles of category N1.

1

| 5.2.1.24.2. | In addition, for vehicles of categories M2 and N2 (< 5 tonnes), the electric regenerative braking control can be a separate switch or lever. |
| --- | --- |

5.2.1.24.2.

In addition, for vehicles of categories M2 and N2 (< 5 tonnes), the electric regenerative braking control can be a separate switch or lever.

2

2

| 5.2.1.24.3. | The requirements of paragraphs 5.2.1.25.6 and 5.2.1.25.7 also apply to Category A regenerative braking systems. |
| --- | --- |

5.2.1.24.3.

The requirements of paragraphs 5.2.1.25.6 and 5.2.1.25.7 also apply to Category A regenerative braking systems.

5.2.1.25.   Additional requirements for vehicles of Categories M2, N1, and N2 < 5 tonnes fitted with an electric regenerative braking system of category B:

2

1

2

| 5.2.1.25.1. | It shall not be possible to disconnect, partially or totally, one part of the service braking system other than by automatic means. This should not be construed as a departure from the requirements of paragraph 5.2.1.10. |
| --- | --- |

5.2.1.25.1.

It shall not be possible to disconnect, partially or totally, one part of the service braking system other than by automatic means. This should not be construed as a departure from the requirements of paragraph 5.2.1.10.

| 5.2.1.25.2. | The service braking system shall have only one control device. |
| --- | --- |

5.2.1.25.2.

The service braking system shall have only one control device.

| 5.2.1.25.3. | For vehicles fitted with electric regenerative braking systems of both categories, all the relevant prescriptions shall apply except paragraph 5.2.1.24.1.
  In this case, the electric regenerative braking may be actuated by the accelerator control and/or the gear selector neutral position for vehicles of category N1.
  Additionally, the action on the service braking control shall not reduce the above braking effect generated by the release of accelerator control. |
| --- | --- |

5.2.1.25.3.

For vehicles fitted with electric regenerative braking systems of both categories, all the relevant prescriptions shall apply except paragraph 5.2.1.24.1.

In this case, the electric regenerative braking may be actuated by the accelerator control and/or the gear selector neutral position for vehicles of category N1.

1

Additionally, the action on the service braking control shall not reduce the above braking effect generated by the release of accelerator control.

| 5.2.1.25.4. | The service braking system shall not be adversely affected by the disengagement of the motor(s) or by the gear ratio used. |
| --- | --- |

5.2.1.25.4.

The service braking system shall not be adversely affected by the disengagement of the motor(s) or by the gear ratio used.

| 5.2.1.25.5. | If the operation of the electric component of braking is ensured by a relation established between the information coming from the control of the service brake and the braking force at the respective wheels, a failure of this relation leading to the modification of the braking distribution among the axles (Annex 10 or 13, whichever is applicable) shall be signalled to the driver by an optical warning signal at the latest at the moment when the control is actuated and this signal shall remain lit as long as this defect exists and that the vehicle control switch (key) is in the ‘ON’ position. |
| --- | --- |

5.2.1.25.5.

If the operation of the electric component of braking is ensured by a relation established between the information coming from the control of the service brake and the braking force at the respective wheels, a failure of this relation leading to the modification of the braking distribution among the axles (Annex 10 or 13, whichever is applicable) shall be signalled to the driver by an optical warning signal at the latest at the moment when the control is actuated and this signal shall remain lit as long as this defect exists and that the vehicle control switch (key) is in the ‘ON’ position.

| 5.2.1.25.6. | The operation of the electric regenerative braking shall not be adversely affected by magnetic or electric fields. |
| --- | --- |

5.2.1.25.6.

The operation of the electric regenerative braking shall not be adversely affected by magnetic or electric fields.

| 5.2.1.25.7. | For vehicles equipped with an anti-lock device, the anti-lock device shall control the electric regenerative braking system. |
| --- | --- |

5.2.1.25.7.

For vehicles equipped with an anti-lock device, the anti-lock device shall control the electric regenerative braking system.

5.2.1.26.   Special additional requirements for the electric transmission of the parking braking system

| 5.2.1.26.1. | In the case of a failure within the electric transmission, any unintended actuation of the parking braking system shall be prevented. |
| --- | --- |

5.2.1.26.1.

In the case of a failure within the electric transmission, any unintended actuation of the parking braking system shall be prevented.

| 5.2.1.26.2. | The following requirements shall be fulfilled in the event of an electrical failure as specified:






  5.2.1.26.2.1. | Vehicles of categories M2, M3, N2 and N3:
  In the case of an electrical failure in the control or a break in the wiring within the electric control transmission external to the electronic control unit(s), excluding the energy supply, it shall remain possible to apply the parking braking system from the driver's seat and thereby be capable of holding the laden vehicle stationary on an 8 per cent up or down gradient. Alternatively, in this case, an automatic actuation of the parking brake is allowed when the vehicle is stationary, provided that the above performance is achieved and, once applied, the parking brake remains engaged independently of the status of the ignition (start) switch. In this alternative, the parking brake shall be automatically released as soon as the driver starts to set the vehicle in motion again. It shall also be possible to release the parking braking system, if necessary by the use of tools and/or an auxiliary device carried/fitted on the vehicle. |
| --- | --- | --- |

5.2.1.26.2.

The following requirements shall be fulfilled in the event of an electrical failure as specified:

5.2.1.26.2.1.

Vehicles of categories M2, M3, N2 and N3:

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3

2

3

In the case of an electrical failure in the control or a break in the wiring within the electric control transmission external to the electronic control unit(s), excluding the energy supply, it shall remain possible to apply the parking braking system from the driver's seat and thereby be capable of holding the laden vehicle stationary on an 8 per cent up or down gradient. Alternatively, in this case, an automatic actuation of the parking brake is allowed when the vehicle is stationary, provided that the above performance is achieved and, once applied, the parking brake remains engaged independently of the status of the ignition (start) switch. In this alternative, the parking brake shall be automatically released as soon as the driver starts to set the vehicle in motion again. It shall also be possible to release the parking braking system, if necessary by the use of tools and/or an auxiliary device carried/fitted on the vehicle.

| 5.2.1.26.2.2. | Vehicles of category N1:
  In the case of an electrical failure in the control or a break in the wiring within the electric control transmission between the control and the ECU directly connected with it, excluding the energy supply, it shall remain possible to apply the parking braking system from the driver's seat and thereby be capable of holding the laden vehicle stationary on an 8 per cent up or down gradient. Alternatively, in this case, an automatic actuation of the parking brake is allowed when the vehicle is stationary, provided that the above performance is achieved and, once applied, the parking brake remains engaged independently of the status of the ignition (start) switch. In this alternative, the parking brake shall be automatically released as soon as the driver starts to set the vehicle in motion again. The engine/manual transmission or the automatic transmission (park position) may be used to achieve or assist in achieving the above performance. |
| --- | --- |

5.2.1.26.2.2.

Vehicles of category N1:

1

In the case of an electrical failure in the control or a break in the wiring within the electric control transmission between the control and the ECU directly connected with it, excluding the energy supply, it shall remain possible to apply the parking braking system from the driver's seat and thereby be capable of holding the laden vehicle stationary on an 8 per cent up or down gradient. Alternatively, in this case, an automatic actuation of the parking brake is allowed when the vehicle is stationary, provided that the above performance is achieved and, once applied, the parking brake remains engaged independently of the status of the ignition (start) switch. In this alternative, the parking brake shall be automatically released as soon as the driver starts to set the vehicle in motion again. The engine/manual transmission or the automatic transmission (park position) may be used to achieve or assist in achieving the above performance.

| 5.2.1.26.2.3. | A break in the wiring within the electric transmission, or an electric failure in the control of the parking braking system shall be signalled to the driver by the yellow warning signal specified in paragraph 5.2.1.29.1.2. When caused by a break in the wiring within the electric control transmission of the parking braking system, this yellow warning signal shall be signalled as soon as the break occurs. In addition, such an electric failure in the control or break in the wiring external to the electronic control unit(s) and excluding the energy supply shall be signalled to the driver by flashing the red warning signal specified in paragraph 5.2.1.29.1.1 as long as the ignition (start) switch is in the ‘on’ (run) position including a period of not less than 10 seconds thereafter and the control is in the ‘on’ (activated) position.
  However, if the parking braking system detects correct clamping of the parking brake, the flashing of the red warning signal may be suppressed and the non-flashing red signal shall be used to indicate parking brake applied.
  Where actuation of the parking brake is normally indicated by a separate red warning signal, satisfying all the requirements of 5.2.1.29.3, this signal shall be used to satisfy the above requirement for a red signal. |
| --- | --- |

5.2.1.26.2.3.

A break in the wiring within the electric transmission, or an electric failure in the control of the parking braking system shall be signalled to the driver by the yellow warning signal specified in paragraph 5.2.1.29.1.2. When caused by a break in the wiring within the electric control transmission of the parking braking system, this yellow warning signal shall be signalled as soon as the break occurs. In addition, such an electric failure in the control or break in the wiring external to the electronic control unit(s) and excluding the energy supply shall be signalled to the driver by flashing the red warning signal specified in paragraph 5.2.1.29.1.1 as long as the ignition (start) switch is in the ‘on’ (run) position including a period of not less than 10 seconds thereafter and the control is in the ‘on’ (activated) position.

However, if the parking braking system detects correct clamping of the parking brake, the flashing of the red warning signal may be suppressed and the non-flashing red signal shall be used to indicate parking brake applied.

Where actuation of the parking brake is normally indicated by a separate red warning signal, satisfying all the requirements of 5.2.1.29.3, this signal shall be used to satisfy the above requirement for a red signal.

| 5.2.1.26.3. | Auxiliary equipment may be supplied with energy from the electric transmission of the parking braking system provided that the supply of energy is sufficient to allow the actuation of the parking braking system in addition to the vehicle electrical load under non-fault conditions. In addition, where the energy reserve is also used by the service braking system, the requirements of paragraph 5.2.1.27.7 shall apply. |
| --- | --- |

5.2.1.26.3.

Auxiliary equipment may be supplied with energy from the electric transmission of the parking braking system provided that the supply of energy is sufficient to allow the actuation of the parking braking system in addition to the vehicle electrical load under non-fault conditions. In addition, where the energy reserve is also used by the service braking system, the requirements of paragraph 5.2.1.27.7 shall apply.

| 5.2.1.26.4. | After the ignition/start switch which controls the electrical energy for the braking equipment has been switched off and/or the key removed, it shall remain possible to apply the parking braking system, whereas releasing shall be prevented. |
| --- | --- |

5.2.1.26.4.

After the ignition/start switch which controls the electrical energy for the braking equipment has been switched off and/or the key removed, it shall remain possible to apply the parking braking system, whereas releasing shall be prevented.

5.2.1.27.   Special additional requirements for service braking systems with electric control transmission

| 5.2.1.27.1. | With the parking brake released, the service braking system shall be able to generate a static total braking force at least equivalent to that required by the prescribed Type-0 test, even when the ignition/start switch has been switched off and/or the key has been removed. In the case of power-driven vehicles authorized to tow trailers of category O3 or O4, such vehicles shall provide a full control signal for the service braking system of the trailer. It should be understood that sufficient energy is available in the energy transmission of the service braking system. |
| --- | --- |

5.2.1.27.1.

With the parking brake released, the service braking system shall be able to generate a static total braking force at least equivalent to that required by the prescribed Type-0 test, even when the ignition/start switch has been switched off and/or the key has been removed. In the case of power-driven vehicles authorized to tow trailers of category O3

4

| 5.2.1.27.2. | In the case of a single temporary failure (< 40 ms) within the electric control transmission, excluding its energy supply, (e.g. non-transmitted signal or data error) there shall be no distinguishable effect on the service braking performance. |
| --- | --- |

5.2.1.27.2.

In the case of a single temporary failure (< 40 ms) within the electric control transmission, excluding its energy supply, (e.g. non-transmitted signal or data error) there shall be no distinguishable effect on the service braking performance.

| 5.2.1.27.3. | A failure within the electric control transmission (12), not including its energy reserve, that affects the function and performance of systems addressed in this Regulation shall be indicated to the driver by the red or yellow warning signal specified in paragraphs 5.2.1.29.1.1 and 5.2.1.29.1.2, respectively, as appropriate. When the prescribed service braking performance can no longer be achieved (red warning signal), failures resulting from a loss of electrical continuity (e.g. breakage, disconnection) shall be signalled to the driver as soon as they occur, and the prescribed residual braking performance shall be fulfilled by operating the service braking control in accordance with paragraph 2.4 of Annex 4 to this Regulation. These requirements shall not be construed as a departure from the requirements concerning secondary braking. |
| --- | --- |

5.2.1.27.3.

A failure within the electric control transmission (12

| 5.2.1.27.4. | A power-driven vehicle, electrically connected to a trailer via an electric control line, shall provide a clear warning to the driver whenever the trailer provides the failure information that the stored energy in any part of the service braking system on the trailer falls below the warning level, as specified in paragraph 5.2.2.16 below. A similar warning shall also be provided when a continuous failure (> 40 ms) within the electric control transmission of the trailer, excluding its energy reserve, precludes achievement of the prescribed service braking performance of the trailer, as specified in paragraph 5.2.2.15.2.1 below. The red warning signal specified in paragraph 5.2.1.29.2.1 shall be used for this purpose. |
| --- | --- |

5.2.1.27.4.

A power-driven vehicle, electrically connected to a trailer via an electric control line, shall provide a clear warning to the driver whenever the trailer provides the failure information that the stored energy in any part of the service braking system on the trailer falls below the warning level, as specified in paragraph 5.2.2.16 below. A similar warning shall also be provided when a continuous failure (> 40 ms) within the electric control transmission of the trailer, excluding its energy reserve, precludes achievement of the prescribed service braking performance of the trailer, as specified in paragraph 5.2.2.15.2.1 below. The red warning signal specified in paragraph 5.2.1.29.2.1 shall be used for this purpose.

| 5.2.1.27.5. | In the event of a failure of the energy source of the electric control transmission, starting from the nominal value of the energy level, the full control range of the service braking system shall be guaranteed after twenty consecutive full stroke actuations of the service braking control. During the test, the braking control shall be fully applied for 20 seconds and released for 5 seconds on each actuation. It should be understood that during the above test, sufficient energy is available in the energy transmission to ensure full actuation of the service braking system. This requirement shall not be construed as a departure from the requirements of Annex 7. |
| --- | --- |

5.2.1.27.5.

In the event of a failure of the energy source of the electric control transmission, starting from the nominal value of the energy level, the full control range of the service braking system shall be guaranteed after twenty consecutive full stroke actuations of the service braking control. During the test, the braking control shall be fully applied for 20 seconds and released for 5 seconds on each actuation. It should be understood that during the above test, sufficient energy is available in the energy transmission to ensure full actuation of the service braking system. This requirement shall not be construed as a departure from the requirements of Annex 7.

| 5.2.1.27.6. | When the battery voltage falls below a value nominated by the manufacturer at which the prescribed service braking performance can no longer be guaranteed and/or which precludes at least two independent service braking circuits from each achieving the prescribed secondary or residual braking performance, the red warning signal specified in paragraph 5.2.1.29.1.1 shall be activated. After the warning signal has been activated, it shall be possible to apply the service braking control and obtain at least the residual performance prescribed in paragraph 2.4 of Annex 4 to this Regulation. It should be understood that sufficient energy is available in the energy transmission of the service braking system. This requirement shall not be construed as a departure from the requirement concerning secondary braking. |
| --- | --- |

5.2.1.27.6.

When the battery voltage falls below a value nominated by the manufacturer at which the prescribed service braking performance can no longer be guaranteed and/or which precludes at least two independent service braking circuits from each achieving the prescribed secondary or residual braking performance, the red warning signal specified in paragraph 5.2.1.29.1.1 shall be activated. After the warning signal has been activated, it shall be possible to apply the service braking control and obtain at least the residual performance prescribed in paragraph 2.4 of Annex 4 to this Regulation. It should be understood that sufficient energy is available in the energy transmission of the service braking system. This requirement shall not be construed as a departure from the requirement concerning secondary braking.

| 5.2.1.27.7. | If auxiliary equipment is supplied with energy from the same reserve as the electric control transmission, it shall be ensured that, with the engine running at a speed not greater than 80 per cent of the maximum power speed, the supply of energy is sufficient to fulfil the prescribed deceleration values by either provision of an energy supply which is able to prevent discharge of this reserve when all auxiliary equipment is functioning or by automatically switching off pre-selected parts of the auxiliary equipment at a voltage above the critical level referred to in paragraph 5.2.1.27.6 of this Regulation such that further discharge of this reserve is prevented. Compliance may be demonstrated by calculation or by a practical test. For vehicles authorized to tow a trailer of category O3 or O4 the energy consumption of the trailer shall be taken into account by a load of 400 W. This paragraph does not apply to vehicles where the prescribed deceleration values can be reached without the use of electrical energy. |
| --- | --- |

5.2.1.27.7.

If auxiliary equipment is supplied with energy from the same reserve as the electric control transmission, it shall be ensured that, with the engine running at a speed not greater than 80 per cent of the maximum power speed, the supply of energy is sufficient to fulfil the prescribed deceleration values by either provision of an energy supply which is able to prevent discharge of this reserve when all auxiliary equipment is functioning or by automatically switching off pre-selected parts of the auxiliary equipment at a voltage above the critical level referred to in paragraph 5.2.1.27.6 of this Regulation such that further discharge of this reserve is prevented. Compliance may be demonstrated by calculation or by a practical test. For vehicles authorized to tow a trailer of category O3

4

| 5.2.1.27.8. | If the auxiliary equipment is supplied with energy from the electric control transmission, the following requirements shall be fulfilled.






  5.2.1.27.8.1. | In the event of a failure in the energy source, whilst the vehicle is in motion, the energy in the reservoir shall be sufficient to actuate the brakes when the control is applied. |
| --- | --- | --- |

5.2.1.27.8.

If the auxiliary equipment is supplied with energy from the electric control transmission, the following requirements shall be fulfilled.

5.2.1.27.8.1.

In the event of a failure in the energy source, whilst the vehicle is in motion, the energy in the reservoir shall be sufficient to actuate the brakes when the control is applied.

| 5.2.1.27.8.2. | In the event of a failure in the energy source, whilst the vehicle is stationary and the parking braking system applied, the energy in the reservoir shall be sufficient to actuate the lights even when the brakes are applied. |
| --- | --- |

5.2.1.27.8.2.

In the event of a failure in the energy source, whilst the vehicle is stationary and the parking braking system applied, the energy in the reservoir shall be sufficient to actuate the lights even when the brakes are applied.

| 5.2.1.27.9. | In the case of a failure in the electric control transmission of the service braking system of a towing vehicle equipped with an electric control line according to paragraph 5.1.3.1.2 or 5.1.3.1.3, the full actuation of the brakes of the trailer shall remain ensured. |
| --- | --- |

5.2.1.27.9.

In the case of a failure in the electric control transmission of the service braking system of a towing vehicle equipped with an electric control line according to paragraph 5.1.3.1.2 or 5.1.3.1.3, the full actuation of the brakes of the trailer shall remain ensured.

| 5.2.1.27.10. | In the case of a failure in the electric control transmission of a trailer, electrically connected via an electric control line only, according to paragraph 5.1.3.1.3, braking of the trailer shall be ensured according to paragraph 5.2.1.18.4.1. This shall be the case whenever the trailer provides the ‘supply line braking request’ signal via the data communication part of the electric control line or in the event of the continuous absence of this data communication. This paragraph shall not apply to power-driven vehicles which cannot be operated with trailers connected via an electric control line only, as described in paragraph 5.1.3.5. |
| --- | --- |

5.2.1.27.10.

In the case of a failure in the electric control transmission of a trailer, electrically connected via an electric control line only, according to paragraph 5.1.3.1.3, braking of the trailer shall be ensured according to paragraph 5.2.1.18.4.1. This shall be the case whenever the trailer provides the ‘supply line braking request’ signal via the data communication part of the electric control line or in the event of the continuous absence of this data communication. This paragraph shall not apply to power-driven vehicles which cannot be operated with trailers connected via an electric control line only, as described in paragraph 5.1.3.5.

5.2.1.28.   Special requirements for coupling force control

| 5.2.1.28.1. | Coupling force control shall only be permitted in the towing vehicle. |
| --- | --- |

5.2.1.28.1.

Coupling force control shall only be permitted in the towing vehicle.

| 5.2.1.28.2. | The action of the coupling force control shall be to reduce the difference between the dynamic braking rates of towing and towed vehicles. The operation of the coupling force control shall be checked at the time of type approval. The method by which this check is carried out shall be agreed between the vehicle manufacturer and the technical service with the method of assessment and results being appended to the type approval report.






  5.2.1.28.2.1. | The coupling force control may control the braking rate TM/PM and/or the brake demand value(s) for the trailer. In the case of a towing vehicle equipped with two control lines according to paragraph 5.1.3.1.2 above, both signals shall be subject to similar control adjustments. |
| --- | --- | --- |

5.2.1.28.2.

The action of the coupling force control shall be to reduce the difference between the dynamic braking rates of towing and towed vehicles. The operation of the coupling force control shall be checked at the time of type approval. The method by which this check is carried out shall be agreed between the vehicle manufacturer and the technical service with the method of assessment and results being appended to the type approval report.

5.2.1.28.2.1.

The coupling force control may control the braking rate TM/PM and/or the brake demand value(s) for the trailer. In the case of a towing vehicle equipped with two control lines according to paragraph 5.1.3.1.2 above, both signals shall be subject to similar control adjustments.

M

M

| 5.2.1.28.2.2. | The coupling force control shall not prevent the maximum possible braking pressure(s) from being applied. |
| --- | --- |

5.2.1.28.2.2.

The coupling force control shall not prevent the maximum possible braking pressure(s) from being applied.

| 5.2.1.28.3. | The vehicle shall fulfil the laden compatibility requirements of Annex 10, but to achieve the objectives of paragraph 5.2.1.28.2 the vehicle may deviate from these requirements when the coupling force control is in operation. |
| --- | --- |

5.2.1.28.3.

The vehicle shall fulfil the laden compatibility requirements of Annex 10, but to achieve the objectives of paragraph 5.2.1.28.2 the vehicle may deviate from these requirements when the coupling force control is in operation.

| 5.2.1.28.4. | A coupling force control failure shall be detected and indicated to the driver by a yellow warning signal such as that specified in paragraph 5.2.1.29.1.2. In the event of a failure the relevant requirements of Annex 10 shall be fulfilled. |
| --- | --- |

5.2.1.28.4.

A coupling force control failure shall be detected and indicated to the driver by a yellow warning signal such as that specified in paragraph 5.2.1.29.1.2. In the event of a failure the relevant requirements of Annex 10 shall be fulfilled.

| 5.2.1.28.5. | Compensation by the coupling force control system shall be indicated by means of the yellow warning signal specified in paragraph 5.2.1.29.1.2 if this compensation exceeds 150 kPa away from the nominal demand value defined in paragraph 2.28.3 up to a limit, in pm, of 650 kPa (or the equivalent digital demand). Above the level of 650 kPa the warning shall be given if the compensation causes the operating point to lie outside the laden compatibility band as specified in Annex 10 for the motor vehicle.

  Diagram 1


  Towing vehicles for trailers (except semi-trailers)





  Diagram 2


  Tractive units for semi-trailers |
| --- | --- |

5.2.1.28.5.

Compensation by the coupling force control system shall be indicated by means of the yellow warning signal specified in paragraph 5.2.1.29.1.2 if this compensation exceeds 150 kPa away from the nominal demand value defined in paragraph 2.28.3 up to a limit, in pm

Diagram 1

Diagram 1

Towing vehicles for trailers (except semi-trailers)

Towing vehicles for trailers (except semi-trailers)

Diagram 2

Diagram 2

Tractive units for semi-trailers

Tractive units for semi-trailers

| 5.2.1.28.6. | A coupling force control system shall control only the coupling forces generated by the service braking system of the motor vehicle and the trailer. Coupling forces resulting from the performance of endurance braking systems shall not be compensated by the service braking system of either the motor vehicle or trailer. It is considered that endurance braking systems are not part of the service braking systems. |
| --- | --- |

5.2.1.28.6.

A coupling force control system shall control only the coupling forces generated by the service braking system of the motor vehicle and the trailer. Coupling forces resulting from the performance of endurance braking systems shall not be compensated by the service braking system of either the motor vehicle or trailer. It is considered that endurance braking systems are not part of the service braking systems.

5.2.1.29.   Brake failure and defect warning signal

The general requirements for optical warning signals whose function is to indicate to the driver certain specified failures (or defects) within the braking equipment of the power-driven vehicle or, where appropriate, its trailer, are set out in the following sub-paragraphs. Other than as described in paragraph 5.2.1.29.6 below, these signals shall be used exclusively for the purposes prescribed by this Regulation.

| 5.2.1.29.1. | Power-driven vehicles shall be capable of providing optical brake failure and defect warning signals, as follows:






  5.2.1.29.1.1. | a red warning signal, indicating failures, defined elsewhere in this Regulation, within the vehicle braking equipment which preclude achievement of the prescribed service braking performance and/or which preclude the functioning of at least one of two independent service braking circuits; |
| --- | --- | --- |

5.2.1.29.1.

Power-driven vehicles shall be capable of providing optical brake failure and defect warning signals, as follows:

5.2.1.29.1.1.

a red warning signal, indicating failures, defined elsewhere in this Regulation, within the vehicle braking equipment which preclude achievement of the prescribed service braking performance and/or which preclude the functioning of at least one of two independent service braking circuits;

| 5.2.1.29.1.2. | where applicable, a yellow warning signal indicating an electrically detected defect within the vehicle braking equipment, which is not indicated by the red warning signal described in paragraph 5.2.1.29.1.1 above. |
| --- | --- |

5.2.1.29.1.2.

where applicable, a yellow warning signal indicating an electrically detected defect within the vehicle braking equipment, which is not indicated by the red warning signal described in paragraph 5.2.1.29.1.1 above.

| 5.2.1.29.2. | Power-driven vehicles equipped with an electronic control line and/or authorized to tow a trailer equipped with an electric control transmission and/or anti-lock braking system, shall be capable of providing a separate yellow warning signal to indicate a defect within the anti-lock braking system and/or electric control transmission of the braking equipment of the trailer. The signal shall be activated from the trailer via pin 5 of the electric connector conforming to ISO 7638:1997 (13) and in all cases the signal transmitted by the trailer shall be displayed without significant delay or modification by the towing vehicle. This warning signal shall not light up when coupled to a trailer without an electric control line and/or electric control transmission and/or anti-lock braking system or when no trailer is coupled. This function shall be automatic.






  5.2.1.29.2.1. | In the case of a power-driven vehicle equipped with an electric control line, when electrically connected to a trailer with an electric control line, the red warning signal specified in paragraph 5.2.1.29.1.1 above shall also be used to indicate certain specified failures within the braking equipment of the trailer, whenever the trailer provides corresponding failure information via the data communication part of the electric control line. This indication shall be in addition to the yellow warning signal specified in paragraph 5.2.1.29.2 above. Alternatively, instead of utilizing the red warning signal specified in paragraph 5.2.1.29.1.1 and the accompanying yellow warning signal above, a separate red warning signal may be provided in the towing vehicle to indicate such a failure within the braking equipment of the trailer. |
| --- | --- | --- |

5.2.1.29.2.

Power-driven vehicles equipped with an electronic control line and/or authorized to tow a trailer equipped with an electric control transmission and/or anti-lock braking system, shall be capable of providing a separate yellow warning signal to indicate a defect within the anti-lock braking system and/or electric control transmission of the braking equipment of the trailer. The signal shall be activated from the trailer via pin 5 of the electric connector conforming to ISO 7638:1997 (13) and in all cases the signal transmitted by the trailer shall be displayed without significant delay or modification by the towing vehicle. This warning signal shall not light up when coupled to a trailer without an electric control line and/or electric control transmission and/or anti-lock braking system or when no trailer is coupled. This function shall be automatic.

13

5.2.1.29.2.1.

In the case of a power-driven vehicle equipped with an electric control line, when electrically connected to a trailer with an electric control line, the red warning signal specified in paragraph 5.2.1.29.1.1 above shall also be used to indicate certain specified failures within the braking equipment of the trailer, whenever the trailer provides corresponding failure information via the data communication part of the electric control line. This indication shall be in addition to the yellow warning signal specified in paragraph 5.2.1.29.2 above. Alternatively, instead of utilizing the red warning signal specified in paragraph 5.2.1.29.1.1 and the accompanying yellow warning signal above, a separate red warning signal may be provided in the towing vehicle to indicate such a failure within the braking equipment of the trailer.

| 5.2.1.29.3. | The warning signals shall be visible, even by daylight; the satisfactory condition of the signals shall be easily verifiable by the driver from the driver's seat; the failure of a component of the warning devices shall not entail any loss of the braking system's performance. |
| --- | --- |

5.2.1.29.3.

The warning signals shall be visible, even by daylight; the satisfactory condition of the signals shall be easily verifiable by the driver from the driver's seat; the failure of a component of the warning devices shall not entail any loss of the braking system's performance.

| 5.2.1.29.4. | Except where stated otherwise:






  5.2.1.29.4.1. | a specified failure or defect shall be signalled to the driver by the above-mentioned warning signal(s) not later than on actuation of the relevant braking control; |
| --- | --- | --- |

5.2.1.29.4.

Except where stated otherwise:

5.2.1.29.4.1.

a specified failure or defect shall be signalled to the driver by the above-mentioned warning signal(s) not later than on actuation of the relevant braking control;

| 5.2.1.29.4.2. | the warning signal(s) shall remain displayed as long as the failure/defect persists and the ignition (start) switch is in the ‘on’ (run) position; and |
| --- | --- |

5.2.1.29.4.2.

the warning signal(s) shall remain displayed as long as the failure/defect persists and the ignition (start) switch is in the ‘on’ (run) position; and

| 5.2.1.29.4.3. | the warning signal shall be constant (not flashing). |
| --- | --- |

5.2.1.29.4.3.

the warning signal shall be constant (not flashing).

| 5.2.1.29.5. | The warning signal(s) mentioned above shall light up when the electrical equipment of the vehicle (and the braking system) is energized. With the vehicle stationary, the braking system shall verify that none of the specified failures or defects are present before extinguishing the signals. Specified failures or defects which should activate the warning signals mentioned above, but which are not detected under static conditions, shall be stored upon detection and be displayed at start-up and at all times when the ignition (start) switch is in the ‘on’ (run) position, as long as the failure or defect persists. |
| --- | --- |

5.2.1.29.5.

The warning signal(s) mentioned above shall light up when the electrical equipment of the vehicle (and the braking system) is energized. With the vehicle stationary, the braking system shall verify that none of the specified failures or defects are present before extinguishing the signals. Specified failures or defects which should activate the warning signals mentioned above, but which are not detected under static conditions, shall be stored upon detection and be displayed at start-up and at all times when the ignition (start) switch is in the ‘on’ (run) position, as long as the failure or defect persists.

| 5.2.1.29.6. | Non-specified failures (or defects), or other information concerning the brakes and/or running gear of the power-driven vehicle, may be indicated by the yellow signal specified in paragraph 5.2.1.29.1.2 above, provided that all the following conditions are fulfilled:






  5.2.1.29.6.1. | the vehicle is stationary; |
| --- | --- | --- |

5.2.1.29.6.

Non-specified failures (or defects), or other information concerning the brakes and/or running gear of the power-driven vehicle, may be indicated by the yellow signal specified in paragraph 5.2.1.29.1.2 above, provided that all the following conditions are fulfilled:

5.2.1.29.6.1.

the vehicle is stationary;

| 5.2.1.29.6.2. | after the braking equipment is first energised and the signal has indicated that, following the procedures detailed in paragraph 5.2.1.29.5 above, no specified failures (or defects) have been identified; and |
| --- | --- |

5.2.1.29.6.2.

after the braking equipment is first energised and the signal has indicated that, following the procedures detailed in paragraph 5.2.1.29.5 above, no specified failures (or defects) have been identified; and

| 5.2.1.29.6.3. | non-specified faults or other information shall be indicated only by the flashing of the warning signal. However, the warning signal shall be extinguished by the time when the vehicle first exceeds 10 km/h. |
| --- | --- |

5.2.1.29.6.3.

non-specified faults or other information shall be indicated only by the flashing of the warning signal. However, the warning signal shall be extinguished by the time when the vehicle first exceeds 10 km/h.

5.2.1.30.   Generation of a braking signal to illuminate stop lamps

| 5.2.1.30.1. | Activation of the service braking system by the driver shall generate a signal that will be used to illuminate the stop lamps. |
| --- | --- |

5.2.1.30.1.

Activation of the service braking system by the driver shall generate a signal that will be used to illuminate the stop lamps.

| 5.2.1.30.2. | Requirements for vehicles installed with endurance braking systems






  5.2.1.30.2.1. | In the case of vehicles that utilise electronic signalling to control initial application of braking, the following shall apply:






  Deceleration Thresholds |
| --- | --- | --- |
| ≤ 1,0 m/sec2 | > 1,0 m/sec2 |
| May generate the signal | Shall generate the signal |

5.2.1.30.2.

Requirements for vehicles installed with endurance braking systems

5.2.1.30.2.1.

In the case of vehicles that utilise electronic signalling to control initial application of braking, the following shall apply:

Deceleration Thresholds

≤ 1,0 m/sec2

2

> 1,0 m/sec2

2

May generate the signal

Shall generate the signal

| 5.2.1.30.2.2 | In the case of vehicles equipped with a braking system of a specification different to that defined in paragraph 5.2.1.30.2.1 above, the operation of the endurance braking system may generate the signal irrespective of the deceleration produced. |
| --- | --- |

5.2.1.30.2.2

In the case of vehicles equipped with a braking system of a specification different to that defined in paragraph 5.2.1.30.2.1 above, the operation of the endurance braking system may generate the signal irrespective of the deceleration produced.

| 5.2.1.30.2.3. | The signal shall not be generated when retardation is produced by the natural braking effect of the engine alone. |
| --- | --- |

5.2.1.30.2.3.

The signal shall not be generated when retardation is produced by the natural braking effect of the engine alone.

| 5.2.1.30.3. | Activation of the service braking system by ‘automatically commanded braking’ shall generate the signal mentioned above. However, when the retardation generated is less than 0,7 m/s2, the signal may be suppressed (14). |
| --- | --- |

5.2.1.30.3.

Activation of the service braking system by ‘automatically commanded braking’ shall generate the signal mentioned above. However, when the retardation generated is less than 0,7 m/s2

14

| 5.2.1.30.4. | Activation of part of the service braking system by ‘selective braking’ shall not generate the signal mentioned above (15). |
| --- | --- |

5.2.1.30.4.

Activation of part of the service braking system by ‘selective braking’ shall not generate the signal mentioned above (15

| 5.2.1.30.5. | In the case of vehicles equipped with an electric control line the signal shall be generated by the motor vehicle when a message ‘illuminate stop lamps’ is received via the electric control line from the trailer (16). |
| --- | --- |

5.2.1.30.5.

In the case of vehicles equipped with an electric control line the signal shall be generated by the motor vehicle when a message ‘illuminate stop lamps’ is received via the electric control line from the trailer (16

| 5.2.1.30.6. | Electric regenerative braking systems, which produce a retarding force upon release of the throttle pedal, shall not generate a signal mentioned above. |
| --- | --- |

5.2.1.30.6.

Electric regenerative braking systems, which produce a retarding force upon release of the throttle pedal, shall not generate a signal mentioned above.

5.2.1.31.   When a vehicle is equipped with the means to indicate emergency braking, activation and de-activation of the emergency braking signal shall meet the specifications below:

| 5.2.1.31.1. | The signal shall be activated by the application of the service braking system as follows: | Shall not be activated below |
| --- | --- | --- |
| N1 | 6 m/s2 |
| M2, M3, N2 and N3 | 4 m/s2 |

5.2.1.31.1.

The signal shall be activated by the application of the service braking system as follows:

Shall not be activated below

N1

1

6 m/s2

2

M2, M3, N2 and N3

2

3

2

3

4 m/s2

2

The signal shall be de-activated for all vehicles at the latest when the deceleration has fallen below 2,5 m/s2.

2

| 5.2.1.31.2. | The following conditions may also be used:






  (a) | The signal may be activated by the application of the service braking system in such a manner that it would produce, in an unladen condition and engine disconnected, under the test conditions of Type-0 as described in Annex 4, a deceleration as follows: | Shall not be activated below |
| --- | --- | --- | --- |
| N1 | 6 m/s2 |
| M2, M3, N2 and N3 | 4 m/s2 |

5.2.1.31.2.

The following conditions may also be used:

(a)

The signal may be activated by the application of the service braking system in such a manner that it would produce, in an unladen condition and engine disconnected, under the test conditions of Type-0 as described in Annex 4, a deceleration as follows:

Shall not be activated below

N1

1

6 m/s2

2

M2, M3, N2 and N3

2

3

2

3

4 m/s2

2

The signal shall be de-activated for all vehicles at the latest when the deceleration has fallen below 2,5 m/s2.

2

or

| (b) | The signal may be activated when the service braking system is applied at a speed above 50 km/h and the antilock system is fully cycling (as defined in paragraph 2 of Annex 13).
  The signal shall be deactivated when the antilock system is no longer fully cycling. |
| --- | --- |

(b)

The signal may be activated when the service braking system is applied at a speed above 50 km/h and the antilock system is fully cycling (as defined in paragraph 2 of Annex 13).

The signal shall be deactivated when the antilock system is no longer fully cycling.

5.2.2.   Vehicles of category O

5.2.2.1.   Trailers of category O1 need not be equipped with a service braking system; however, if a trailer of this category is equipped with a service braking system, it shall satisfy the same requirements as a trailer of category O2.

1

2

5.2.2.2.   Trailers of category O2 shall be equipped with a service braking system either of the continuous or semi-continuous or of the inertia (overrun) type. The latter type shall be permitted only for centre axle trailers. However, electrical braking systems conforming to the requirements of Annex 14 to this Regulation shall be permitted.

2

5.2.2.3.   Trailers of categories O3 and O4 shall be equipped with a service braking system of the continuous or semi-continuous type.

3

4

5.2.2.4.   The service braking system:

| 5.2.2.4.1. | shall act on all the wheels of the vehicle; |
| --- | --- |

5.2.2.4.1.

shall act on all the wheels of the vehicle;

| 5.2.2.4.2. | shall distribute its action appropriately among the axles; |
| --- | --- |

5.2.2.4.2.

shall distribute its action appropriately among the axles;

| 5.2.2.4.3. | shall contain in at least one of the air reservoirs a device for draining and exhausting in an adequate and easily accessible position. |
| --- | --- |

5.2.2.4.3.

shall contain in at least one of the air reservoirs a device for draining and exhausting in an adequate and easily accessible position.

5.2.2.5.   The action of the service braking system shall be distributed between the wheels of one and the same axle symmetrically in relation to the longitudinal median plane of the vehicle. Compensation and functions, such as anti-lock, which may cause deviations from this symmetrical distribution, shall be declared.

| 5.2.2.5.1. | Compensation by the electric control transmission for deterioration or defect within the braking system shall be indicated to the driver by means of the separate yellow optical warning signal specified in paragraph 5.2.1.29.2. This requirement shall apply for all conditions of loading when compensation exceeds the following limits:






  5.2.2.5.1.1. | a difference in transverse braking pressures on any axle of:






  (a) | 25 per cent of the higher value for vehicle decelerations ≥ 2 m/s2, |
| --- | --- | --- | --- |

5.2.2.5.1.

Compensation by the electric control transmission for deterioration or defect within the braking system shall be indicated to the driver by means of the separate yellow optical warning signal specified in paragraph 5.2.1.29.2. This requirement shall apply for all conditions of loading when compensation exceeds the following limits:

5.2.2.5.1.1.

a difference in transverse braking pressures on any axle of:

(a)

25 per cent of the higher value for vehicle decelerations ≥ 2 m/s2,

2

| (b) | a value corresponding to 25 per cent at 2 m/s2 for decelerations below this rate. |
| --- | --- |

(b)

a value corresponding to 25 per cent at 2 m/s2 for decelerations below this rate.

2

| 5.2.2.5.1.2. | an individual compensating value on any axle of:






  (a) | > 50 per cent of the nominal value for vehicle decelerations ≥ 2 m/s2, |
| --- | --- | --- |

5.2.2.5.1.2.

an individual compensating value on any axle of:

(a)

> 50 per cent of the nominal value for vehicle decelerations ≥ 2 m/s2,

2

| (b) | a value corresponding to 50 per cent of the nominal value at 2 m/s2 for decelerations below this rate. |
| --- | --- |

(b)

a value corresponding to 50 per cent of the nominal value at 2 m/s2 for decelerations below this rate.

2

| 5.2.2.5.2. | Compensation as defined above, is permitted only when the initial brake application is made at vehicle speeds greater than 10 km/h. |
| --- | --- |

5.2.2.5.2.

Compensation as defined above, is permitted only when the initial brake application is made at vehicle speeds greater than 10 km/h.

5.2.2.6.   Malfunctions of the electric control transmission shall not apply the brakes contrary to the driver's intentions.

5.2.2.7.   The braking surfaces required to attain the prescribed degree of effectiveness shall be in constant connection with the wheels, either rigidly or through components not liable to failure.

5.2.2.8.   Wear of the brakes shall be capable of being easily taken up by means of a system of manual or automatic adjustment. In addition, the control and the components of the transmission and of the brakes shall possess a reserve of travel and, if necessary, suitable means of compensation such that, when the brakes become heated, or the brake linings have reached a certain degree of wear, effective braking is ensured without immediate adjustment being necessary.

| 5.2.2.8.1. | Wear adjustment shall be automatic for the service brakes. However, the fitting of automatic adjustment devices is optional for vehicles of categories O1 and O2. Brakes equipped with automatic brake adjustment devices shall, after heating followed by cooling, be capable of free running as defined in paragraph 1.7.3 of Annex 4 following the Type-I or Type-III test also defined in that annex as appropriate.






  5.2.2.8.1.1. | In the case of trailers of category O4 the performance requirements of paragraph 5.2.2.8.1 above shall be deemed to be satisfied by fulfilling the requirements of paragraph 1.7.3 of Annex 4. |
| --- | --- | --- |

5.2.2.8.1.

Wear adjustment shall be automatic for the service brakes. However, the fitting of automatic adjustment devices is optional for vehicles of categories O1 and O2. Brakes equipped with automatic brake adjustment devices shall, after heating followed by cooling, be capable of free running as defined in paragraph 1.7.3 of Annex 4 following the Type-I or Type-III test also defined in that annex as appropriate.

1

2

5.2.2.8.1.1.

In the case of trailers of category O4 the performance requirements of paragraph 5.2.2.8.1 above shall be deemed to be satisfied by fulfilling the requirements of paragraph 1.7.3 of Annex 4.

4

| 5.2.2.8.1.2. | In the case of trailers of categories O2 and O3 the performance requirements of paragraph 5.2.2.8.1 above shall be deemed to be satisfied by fulfilling the requirements of paragraph 1.7.3 (17) of Annex 4. |
| --- | --- |

5.2.2.8.1.2.

In the case of trailers of categories O2 and O3 the performance requirements of paragraph 5.2.2.8.1 above shall be deemed to be satisfied by fulfilling the requirements of paragraph 1.7.3 (17) of Annex 4.

2

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17

| 5.2.2.8.2. | Checking the wear of the service brake friction components






  5.2.2.8.2.1. | It shall be possible to easily assess this wear on service brake linings from the outside or underside of the vehicle, without the removal of the wheels, by the provision of appropriate inspection holes or by some other means. This may be achieved by utilizing simple standard workshop tools or common inspection equipment for vehicles.
  Alternatively, a trailer mounted display providing information when lining replacement is necessary or a sensing device per wheel (twin wheels are considered as a single wheel), which will warn the driver at his driving position when lining replacement is necessary, is acceptable. In the case of an optical warning, the yellow warning signal specified in paragraph 5.2.1.29.2 above may be used provided that the signal complies with the requirements of paragraph 5.2.1.29.6 above. |
| --- | --- | --- |

5.2.2.8.2.

Checking the wear of the service brake friction components

5.2.2.8.2.1.

It shall be possible to easily assess this wear on service brake linings from the outside or underside of the vehicle, without the removal of the wheels, by the provision of appropriate inspection holes or by some other means. This may be achieved by utilizing simple standard workshop tools or common inspection equipment for vehicles.

Alternatively, a trailer mounted display providing information when lining replacement is necessary or a sensing device per wheel (twin wheels are considered as a single wheel), which will warn the driver at his driving position when lining replacement is necessary, is acceptable. In the case of an optical warning, the yellow warning signal specified in paragraph 5.2.1.29.2 above may be used provided that the signal complies with the requirements of paragraph 5.2.1.29.6 above.

| 5.2.2.8.2.2. | Assessment of the wear condition of the friction surfaces of brake discs or drums may only be performed by direct measurement of the actual component or examination of any brake disc or drum wear indicators, which may necessitate some level of disassembly. Therefore, at the time of type approval, the vehicle manufacturer shall define the following:






  (a) | The method by which wear of the friction surfaces of drums and discs may be assessed, including the level of disassembly required and tools and process required to achieve this. |
| --- | --- | --- |

5.2.2.8.2.2.

Assessment of the wear condition of the friction surfaces of brake discs or drums may only be performed by direct measurement of the actual component or examination of any brake disc or drum wear indicators, which may necessitate some level of disassembly. Therefore, at the time of type approval, the vehicle manufacturer shall define the following:

(a)

The method by which wear of the friction surfaces of drums and discs may be assessed, including the level of disassembly required and tools and process required to achieve this.

| (b) | Information defining the maximum acceptable wear limit at the point at which replacement becomes necessary. |
| --- | --- |

(b)

Information defining the maximum acceptable wear limit at the point at which replacement becomes necessary.

This information shall be made freely available e.g. vehicle handbook or electronic data record.

5.2.2.9.   The braking systems shall be such that the trailer is stopped automatically if the coupling separates while the trailer is in motion. However, this provision shall not apply to trailers with a maximum mass not exceeding 1,5 tonnes, on the condition that the trailers are equipped with, in addition to the coupling device, a secondary coupling (chain, wire rope, etc.) capable, in the event of separation of the main coupling, of preventing the drawbar from touching the ground and providing some residual steering action on the trailer.

5.2.2.10.   On every trailer which is required to be equipped with a service braking system, parking braking shall be assured even when the trailer is separated from the towing vehicle. The parking braking device shall be capable of being actuated by a person standing on the ground; however, in the case of a trailer used for the carriage of passengers, this brake shall be capable of being actuated from inside the trailer.

5.2.2.11.   If the trailer is fitted with a device enabling compressed-air actuation of the braking system other than the parking braking system to be cut out, the first-mentioned system shall be so designed and constructed that it is positively restored to the position of rest not later than on resumption of the supply of compressed-air to the trailer.

5.2.2.12.   Trailers of categories O3 and O4 shall satisfy the conditions specified in paragraph 5.2.1.18.4.2. An easily accessible pressure test connection is required downstream of the coupling head of the control line.

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4

| 5.2.2.12.1. | In the case of trailers equipped with an electric control line and electrically connected to a towing vehicle with an electric control line the automatic braking action specified in paragraph 5.2.1.18.4.2 may be suppressed as long as the pressure in the compressed air reservoirs of the trailer is sufficient to ensure the braking performance specified in paragraph 3.3 of Annex 4 to this Regulation. |
| --- | --- |

5.2.2.12.1.

In the case of trailers equipped with an electric control line and electrically connected to a towing vehicle with an electric control line the automatic braking action specified in paragraph 5.2.1.18.4.2 may be suppressed as long as the pressure in the compressed air reservoirs of the trailer is sufficient to ensure the braking performance specified in paragraph 3.3 of Annex 4 to this Regulation.

5.2.2.13.   Trailers of category O3 shall be equipped with an anti-lock braking system in accordance with the requirements of annex 13 to this Regulation. Trailers of category O4 shall be equipped with an anti-lock braking system in accordance with the category A requirements of Annex 13 to this Regulation.

3

4

5.2.2.14.   Where the auxiliary equipment is supplied with energy from the service braking system, the service braking system shall be protected to ensure that the sum of the braking forces exerted at the periphery of the wheels shall be at least 80 percent of the value prescribed for the relevant trailer as defined in paragraph 3.1.2.1 of Annex 4 to this Regulation. This requirement shall be fulfilled under both of the following operating conditions:

During operation of the auxiliary equipment; and

In the event of breakage or leakage from the auxiliary equipment, unless such breakage or leakage affects the control signal referred to in paragraph 6 to Annex 10 to this Regulation, in which case the performance requirements of that paragraph shall apply.

| 5.2.2.14.1. | The above provisions are deemed to be fulfilled when the pressure in the service brake storage device(s) is maintained at a pressure of at least 80 percent of the control line demand pressure or equivalent digital demand as defined in paragraph 3.1.2.2 of Annex 4 to this Regulation. |
| --- | --- |

5.2.2.14.1.

The above provisions are deemed to be fulfilled when the pressure in the service brake storage device(s) is maintained at a pressure of at least 80 percent of the control line demand pressure or equivalent digital demand as defined in paragraph 3.1.2.2 of Annex 4 to this Regulation.

5.2.2.15.   Special additional requirements for service braking systems with electric control transmission

| 5.2.2.15.1. | In the case of a single temporary failure (< 40 ms) within the electric control transmission, excluding its energy supply, (e.g. non-transmitted signal or data error) there shall be no distinguishable effect on the service braking performance. |
| --- | --- |

5.2.2.15.1.

In the case of a single temporary failure (< 40 ms) within the electric control transmission, excluding its energy supply, (e.g. non-transmitted signal or data error) there shall be no distinguishable effect on the service braking performance.

| 5.2.2.15.2. | In the case of a failure within the electric control transmission (18) (e.g. breakage, disconnection), a braking performance of at least 30 per cent of the prescribed performance for the service braking system of the relevant trailer shall be maintained. For trailers, electrically connected via an electric control line only, according to paragraph 5.1.3.1.3, and fulfilling 5.2.1.18.4.2 with the performance prescribed in paragraph 3.3 of Annex 4 to this Regulation, it is sufficient that the provisions of paragraph 5.2.1.27.10 are invoked, when a braking performance of at least 30 per cent of the prescribed performance for the service braking system of the trailer can no longer be ensured, by either providing the ‘supply line braking request’ signal via the data communication part of the electric control line or by the continuous absence of this data communication.






  5.2.2.15.2.1. | A failure within the electric control transmission of the trailer that affects the function and performance of systems addressed by this Regulation and failures of energy supply available from the ISO 7638:1997 (19) connector shall be indicated to the driver by the separate warning signal specified in paragraph 5.2.1.29.2 via pin 5 of the electrical connector conforming to ISO 7638:1997 (19). In addition, trailers equipped with an electric control line, when electrically connected to a towing vehicle with an electric control line, shall provide the failure information for activation of the red warning signal specified in paragraph 5.2.1.29.2.1 via the data communication part of the electric control line, when the prescribed service braking performance of the trailer can no longer be ensured. |
| --- | --- | --- |

5.2.2.15.2.

In the case of a failure within the electric control transmission (18

5.2.2.15.2.1.

A failure within the electric control transmission of the trailer that affects the function and performance of systems addressed by this Regulation and failures of energy supply available from the ISO 7638:1997 (19) connector shall be indicated to the driver by the separate warning signal specified in paragraph 5.2.1.29.2 via pin 5 of the electrical connector conforming to ISO 7638:1997 (19). In addition, trailers equipped with an electric control line, when electrically connected to a towing vehicle with an electric control line, shall provide the failure information for activation of the red warning signal specified in paragraph 5.2.1.29.2.1 via the data communication part of the electric control line, when the prescribed service braking performance of the trailer can no longer be ensured.

19

19

5.2.2.16.   When the stored energy in any part of the service braking system of a trailer equipped with an electric control line and electrically connected to a towing vehicle with an electronic control line, falls to the value determined in accordance with paragraph 5.2.2.16.1 below, a warning shall be provided to the driver of the towing vehicle. The warning shall be provided by activation of the red signal specified in paragraph 5.2.1.29.2.1 and the trailer shall provide the failure information via the data communication part of the electric control line. The separate yellow warning signal specified in paragraph 5.2.1.29.2 shall also be activated via pin 5 of the electrical connector conforming to ISO 7638:1997 (20), to indicate to the driver that the low-energy situation is on the trailer.

20

| 5.2.2.16.1. | The low energy value referred to in paragraph 5.2.2.16 above shall be that at which, without re-charging of the energy reservoir and irrespective of the load condition of the trailer, it is not possible to apply the service braking control a fifth time after four full-stroke actuations and obtain at least 50 per cent of the prescribed performance of the service braking system of the relevant trailer. |
| --- | --- |

5.2.2.16.1.

The low energy value referred to in paragraph 5.2.2.16 above shall be that at which, without re-charging of the energy reservoir and irrespective of the load condition of the trailer, it is not possible to apply the service braking control a fifth time after four full-stroke actuations and obtain at least 50 per cent of the prescribed performance of the service braking system of the relevant trailer.

5.2.2.17.   Trailers equipped with an electric control line and O3 and O4 category trailers equipped with an anti-lock system, shall be fitted with a special electrical connector for the braking system and/or anti-lock system, conforming to ISO 7638:1997 (20)
   (21). Failure warning signals required from the trailer by this Regulation shall be activated via the above connector. The requirements to be applied to trailers with respect to the transmission of failure warning signals shall be those, as appropriate, which are prescribed for motor vehicles in paragraphs 5.2.1.29.4, 5.2.1.29.5 and 5.2.1.29.6.

3

4

20

21

Trailers equipped with an ISO 7638:1997 connector as defined above shall be marked in indelible form to indicate the functionality of the braking system when the ISO 7638:1997 connector is connected and disconnected. The marking is to be positioned so that it is visible when connecting the pneumatic and electrical interface connections.

| 5.2.2.17.1. | Trailers that utilize selective braking as a means to enhance vehicle stability shall in the event of a failure within the electric control transmission of the stability system indicate the failure by the separate yellow warning signal specified in paragraph 5.2.1.29.2 above via pin 5 of the ISO 7638:1997 connector.
  Note: This requirement shall be kept under review during subsequent amendments to Regulation No 13 pending: (i) an amendment to the ISO 11992:2003 data communication standard that includes a message to indicate a failure within the electric control transmission of the trailer stability control system; and (ii) vehicles equipped to that standard are in general use. |
| --- | --- |

5.2.2.17.1.

Trailers that utilize selective braking as a means to enhance vehicle stability shall in the event of a failure within the electric control transmission of the stability system indicate the failure by the separate yellow warning signal specified in paragraph 5.2.1.29.2 above via pin 5 of the ISO 7638:1997 connector.

Note: This requirement shall be kept under review during subsequent amendments to Regulation No 13 pending: (i) an amendment to the ISO 11992:2003 data communication standard that includes a message to indicate a failure within the electric control transmission of the trailer stability control system; and (ii) vehicles equipped to that standard are in general use.

| 5.2.2.17.2. | It is permitted to connect the braking system to a power supply in addition to that available from the ISO 7638:1997 connector above. However, when an additional power supply is available the following provisions will apply:






  (a) | In all cases the ISO 7638:1997 power supply is the primary power source for the braking system, irrespective of any additional power supply that is connected. The additional supply is intended to provide a backup should a failure of the ISO 7638:1997 power supply occur. |
| --- | --- | --- |

5.2.2.17.2.

It is permitted to connect the braking system to a power supply in addition to that available from the ISO 7638:1997 connector above. However, when an additional power supply is available the following provisions will apply:

(a)

In all cases the ISO 7638:1997 power supply is the primary power source for the braking system, irrespective of any additional power supply that is connected. The additional supply is intended to provide a backup should a failure of the ISO 7638:1997 power supply occur.

| (b) | It shall not have an adverse effect on the operation of the braking system under normal and failed modes. |
| --- | --- |

(b)

It shall not have an adverse effect on the operation of the braking system under normal and failed modes.

| (c) | In the event of a failure of the ISO 7638:1997 power supply the energy consumed by the braking system shall not result in the maximum available power from the additional supply being exceeded. |
| --- | --- |

(c)

In the event of a failure of the ISO 7638:1997 power supply the energy consumed by the braking system shall not result in the maximum available power from the additional supply being exceeded.

| (d) | The trailer shall not have any marking or label to indicate that the trailer is equipped with an additional power supply. |
| --- | --- |

(d)

The trailer shall not have any marking or label to indicate that the trailer is equipped with an additional power supply.

| (e) | A failure warning device is not permitted on the trailer for the purposes of providing a warning in the event of a failure within the trailer braking system when the braking system is powered from the additional supply. |
| --- | --- |

(e)

A failure warning device is not permitted on the trailer for the purposes of providing a warning in the event of a failure within the trailer braking system when the braking system is powered from the additional supply.

| (f) | When an additional power supply is available it shall be possible to verify the operation of the braking system from this power source. |
| --- | --- |

(f)

When an additional power supply is available it shall be possible to verify the operation of the braking system from this power source.

| (g) | Should a failure exist within the electrical supply of energy from the ISO 7638:1997 connector the requirements of paragraphs 5.2.2.15.2.1 and 4.1 of Annex 13 with respect to failure warning shall apply irrespective of the operation of the braking system from the additional power supply. |
| --- | --- |

(g)

Should a failure exist within the electrical supply of energy from the ISO 7638:1997 connector the requirements of paragraphs 5.2.2.15.2.1 and 4.1 of Annex 13 with respect to failure warning shall apply irrespective of the operation of the braking system from the additional power supply.

5.2.2.18.   Whenever power supplied by the ISO 7638:1997 connector is used for the functions defined in paragraph 5.1.3.6 above, the braking system shall have priority and be protected from an overload external to the braking system. This protection shall be a function of the braking system.

5.2.2.19.   In the case of a failure in one of the control lines connecting two vehicles equipped according to paragraph 5.1.3.1.2 the trailer shall use the control line not affected by the failure to ensure, automatically, the braking performance prescribed for the trailer in paragraph 3.1 of Annex 4.

5.2.2.20.   When the supply voltage to the trailer falls below a value nominated by the manufacturer at which the prescribed service braking performance can no longer be guaranteed, the separate yellow warning signal specified in paragraph 5.21.29.2 shall be activated via pin 5 of the ISO 7638:1997 (22) connector. In addition, trailers equipped with an electrical control line, when electrically connected to a towing vehicle with an electric control line, shall provide the failure information for actuation of the red warning signal specified in paragraph 5.2.1.29.2.1 via the data communication part of the electric control line.

22

5.2.2.21.   In addition to the requirements of paragraphs 5.2.1.18.4.2 and 5.2.1.21 above, the brakes of the trailer may also be applied automatically when this is initiated by the trailer braking system itself following the evaluation of on-board generated information

5.2.2.22.   Activation of the service braking system.

| 5.2.2.22.1. | In the case of trailers equipped with an electric control line the message ‘illuminate stop lamps’ shall be transmitted by the trailer via the electric control line when the trailer braking system is activated during ‘automatically commanded braking’ initiated by the trailer. However, when the retardation generated is less than 0,7 m/s2, the signal may be suppressed (23) (24). |
| --- | --- |

5.2.2.22.1.

In the case of trailers equipped with an electric control line the message ‘illuminate stop lamps’ shall be transmitted by the trailer via the electric control line when the trailer braking system is activated during ‘automatically commanded braking’ initiated by the trailer. However, when the retardation generated is less than 0,7 m/s2, the signal may be suppressed (23) (24).

2

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24

| 5.2.2.22.2. | In the case of trailers equipped with an electric control line the message ‘illuminate stop lamps’ shall not be transmitted by the trailer via the electrical control line during ‘selective braking’ initiated by the trailer (25) (24). |
| --- | --- |

5.2.2.22.2.

In the case of trailers equipped with an electric control line the message ‘illuminate stop lamps’ shall not be transmitted by the trailer via the electrical control line during ‘selective braking’ initiated by the trailer (25) (24).

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24

6.   TESTS

Braking tests which the vehicles submitted for approval are required to undergo, and the braking performance required, are described in Annex 4 to this Regulation.

7.   MODIFICATION OF VEHICLE TYPE OR BRAKING SYSTEM AND EXTENSION OF APPROVAL

| 7.1. | Every modification of the vehicle type or of its braking equipment with regard to the characteristics in Annex 2 to this Regulation shall be notified to the administrative department which approved the vehicle type. That department may then either:






  7.1.1. | consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case the vehicle still meets the requirements; or |
| --- | --- | --- |

7.1.

Every modification of the vehicle type or of its braking equipment with regard to the characteristics in Annex 2 to this Regulation shall be notified to the administrative department which approved the vehicle type. That department may then either:

7.1.1.

consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case the vehicle still meets the requirements; or

| 7.1.2. | require a further report from the Technical Service responsible for carrying out the tests. |
| --- | --- |

7.1.2.

require a further report from the Technical Service responsible for carrying out the tests.

| 7.2. | Confirmation or refusal of approval, specifying the alterations, shall be communicated by the procedure specified in paragraph 4.3 above, to the Parties to the Agreement which apply this Regulation. |
| --- | --- |

7.2.

Confirmation or refusal of approval, specifying the alterations, shall be communicated by the procedure specified in paragraph 4.3 above, to the Parties to the Agreement which apply this Regulation.

| 7.3. | The competent authority issuing the extension of approval shall assign a series number to each communication form drawn up for such an extension and inform thereof the other Contracting Parties to the 1958 Agreement by means of a communication form conforming to the model in Annex 2 to this Regulation. |
| --- | --- |

7.3.

The competent authority issuing the extension of approval shall assign a series number to each communication form drawn up for such an extension and inform thereof the other Contracting Parties to the 1958 Agreement by means of a communication form conforming to the model in Annex 2 to this Regulation.

8.   CONFORMITY OF PRODUCTION

| 8.1. | A vehicle approved to this Regulation shall be so manufactured as to conform to the type approved by meeting the requirements set forth in paragraph 5 above. |
| --- | --- |

8.1.

A vehicle approved to this Regulation shall be so manufactured as to conform to the type approved by meeting the requirements set forth in paragraph 5 above.

| 8.2. | In order to verify that the requirements of paragraph 8.1 above, are met, suitable controls of the production shall be carried out. |
| --- | --- |

8.2.

In order to verify that the requirements of paragraph 8.1 above, are met, suitable controls of the production shall be carried out.

| 8.3. | The holder of the approval shall in particular:






  8.3.1. | ensure existence of procedures for the effective control of the quality of products; |
| --- | --- | --- |

8.3.

The holder of the approval shall in particular:

8.3.1.

ensure existence of procedures for the effective control of the quality of products;

| 8.3.2. | have access to the control equipment necessary for checking the conformity to each approved type; |
| --- | --- |

8.3.2.

have access to the control equipment necessary for checking the conformity to each approved type;

| 8.3.3. | ensure that data of test results are recorded and that annexed documents shall remain available for a period to be determined in accordance with the Administrative Service; |
| --- | --- |

8.3.3.

ensure that data of test results are recorded and that annexed documents shall remain available for a period to be determined in accordance with the Administrative Service;

| 8.3.4. | analyse the results of each type of test, in order to verify and ensure the stability of the product characteristics making allowance for variation of an industrial production; |
| --- | --- |

8.3.4.

analyse the results of each type of test, in order to verify and ensure the stability of the product characteristics making allowance for variation of an industrial production;

| 8.3.5. | ensure that for each type of product the tests, or some of them, prescribed in this Regulation are carried out; |
| --- | --- |

8.3.5.

ensure that for each type of product the tests, or some of them, prescribed in this Regulation are carried out;

| 8.3.6. | ensure that any samples or test pieces giving evidence of non-conformity with the type of test considered shall give rise to another sampling and another test. All the necessary steps shall be taken to re-establish the conformity of the corresponding production. |
| --- | --- |

8.3.6.

ensure that any samples or test pieces giving evidence of non-conformity with the type of test considered shall give rise to another sampling and another test. All the necessary steps shall be taken to re-establish the conformity of the corresponding production.

| 8.4. | The competent authority which has granted type approval may at any time verify the conformity control methods applicable to each production unit.






  8.4.1. | At every inspection, the test books and production survey records shall be presented to the visiting inspector. |
| --- | --- | --- |

8.4.

The competent authority which has granted type approval may at any time verify the conformity control methods applicable to each production unit.

8.4.1.

At every inspection, the test books and production survey records shall be presented to the visiting inspector.

| 8.4.2. | The inspector may take samples at random which will be tested in the manufacturer's laboratory. The minimum number of samples may be determined according to the results of the manufacturer's own verification. |
| --- | --- |

8.4.2.

The inspector may take samples at random which will be tested in the manufacturer's laboratory. The minimum number of samples may be determined according to the results of the manufacturer's own verification.

| 8.4.3. | When the quality level appears unsatisfactory or when it seems necessary to verify the validity of the tests carried out in application of paragraph 8.4.2 above, the inspector shall select samples to be sent to the Technical Service which has conducted the type approval tests. |
| --- | --- |

8.4.3.

When the quality level appears unsatisfactory or when it seems necessary to verify the validity of the tests carried out in application of paragraph 8.4.2 above, the inspector shall select samples to be sent to the Technical Service which has conducted the type approval tests.

| 8.4.4. | The competent authority may carry out any test prescribed in this Regulation. |
| --- | --- |

8.4.4.

The competent authority may carry out any test prescribed in this Regulation.

| 8.4.5. | The normal frequency of inspections by the competent authority shall be one every two years. If unsatisfactory results are recorded during one of these visits, the competent authority shall ensure that all necessary steps are taken to re-establish the conformity of production as rapidly as possible. |
| --- | --- |

8.4.5.

The normal frequency of inspections by the competent authority shall be one every two years. If unsatisfactory results are recorded during one of these visits, the competent authority shall ensure that all necessary steps are taken to re-establish the conformity of production as rapidly as possible.

9.   PENALTIES FOR NON-CONFORMITY OF PRODUCTION

| 9.1. | The approval granted in respect of a vehicle type pursuant to this Regulation may be withdrawn if the requirements laid down in paragraph 8.1 above are not complied with. |
| --- | --- |

9.1.

The approval granted in respect of a vehicle type pursuant to this Regulation may be withdrawn if the requirements laid down in paragraph 8.1 above are not complied with.

| 9.2. | If a Contracting Party to the Agreement which applies this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation by means of a copy of a communication form conforming to the model in Annex 2 to this Regulation. |
| --- | --- |

9.2.

If a Contracting Party to the Agreement which applies this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation by means of a copy of a communication form conforming to the model in Annex 2 to this Regulation.

10.   PRODUCTION DEFINITELY DISCONTINUED

If the holder of the approval completely ceases to manufacture a type of vehicle approved in accordance with this Regulation, he shall so inform the authority which granted the approval. Upon receiving the relevant communication, that authority shall inform thereof the other Contracting Parties to the Agreement applying this Regulation by means a communication form conforming to the model in Annex 2 to this Regulation.

11.   NAMES AND ADDRESSES OF THE TECHNICAL SERVICES CONDUCTING APPROVAL TESTS AND OF ADMINISTRATIVE DEPARTMENTS

The Parties to the Agreement applying this Regulation shall communicate to the United Nations Secretariat the names and addresses of the Technical Services responsible for conducting approval tests and of the administrative departments which grant approval and to which forms certifying approval or extension or refusal or withdrawal of approval, issued in other countries, are to be sent.

12.   TRANSITIONAL PROVISIONS

12.1.   General

| 12.1.1. | As from the official date of entry into force of Supplement 8 to the 09 series of amendments, no Contracting Party applying this Regulation shall refuse to grant ECE approval under this Regulation as amended by Supplement 8 to the 09 series of amendments. |
| --- | --- |

12.1.1.

As from the official date of entry into force of Supplement 8 to the 09 series of amendments, no Contracting Party applying this Regulation shall refuse to grant ECE approval under this Regulation as amended by Supplement 8 to the 09 series of amendments.

| 12.1.2. | Unless otherwise stated, or unless the context requires otherwise, supplements to the 10 series of amendments shall also apply to the issuing and maintenance of 09 series approvals. |
| --- | --- |

12.1.2.

Unless otherwise stated, or unless the context requires otherwise, supplements to the 10 series of amendments shall also apply to the issuing and maintenance of 09 series approvals.

| 12.1.3. | As from the official date of entry into force of the 10 series of amendments, no Contracting Party applying this Regulation shall refuse to grant approval under this Regulation as amended by the 10 series of amendments. |
| --- | --- |

12.1.3.

As from the official date of entry into force of the 10 series of amendments, no Contracting Party applying this Regulation shall refuse to grant approval under this Regulation as amended by the 10 series of amendments.

| 12.1.4. | As from the official date of entry into force of Supplement 4 to the 10 series of amendments, no Contracting Party applying this Regulation shall refuse to grant approval under this Regulation as amended by Supplement 4. |
| --- | --- |

12.1.4.

As from the official date of entry into force of Supplement 4 to the 10 series of amendments, no Contracting Party applying this Regulation shall refuse to grant approval under this Regulation as amended by Supplement 4.

| 12.1.5. | Contracting Parties applying this Regulation shall not refuse to grant extensions of approval to the Supplement 3 to the 10 series of amendments to this Regulation. |
| --- | --- |

12.1.5.

Contracting Parties applying this Regulation shall not refuse to grant extensions of approval to the Supplement 3 to the 10 series of amendments to this Regulation.

12.2.   New type approvals

| 12.2.1. | As from 24 months after the official date of entry into force of Supplement 8 to the 09 series of amendments, Contracting Parties applying this Regulation shall grant ECE approvals only if the vehicle type to be approved meets the requirements of this Regulation as amended by Supplement 8 to the 09 series of amendments. |
| --- | --- |

12.2.1.

As from 24 months after the official date of entry into force of Supplement 8 to the 09 series of amendments, Contracting Parties applying this Regulation shall grant ECE approvals only if the vehicle type to be approved meets the requirements of this Regulation as amended by Supplement 8 to the 09 series of amendments.

| 12.2.2. | As from 24 months after the date of entry into force of the 10 series of amendments, Contracting Parties applying this Regulation shall grant approvals only if the vehicle type to be approved meets the requirements of this Regulation as amended by the 10 series of amendments. |
| --- | --- |

12.2.2.

As from 24 months after the date of entry into force of the 10 series of amendments, Contracting Parties applying this Regulation shall grant approvals only if the vehicle type to be approved meets the requirements of this Regulation as amended by the 10 series of amendments.

| 12.2.3. | Until 48 months after the date of entry into force of the 10 series of amendments to this Regulation, no Contracting Party applying this Regulation shall refuse national type approval of a vehicle type approved to the preceding series of amendments to this Regulation. |
| --- | --- |

12.2.3.

Until 48 months after the date of entry into force of the 10 series of amendments to this Regulation, no Contracting Party applying this Regulation shall refuse national type approval of a vehicle type approved to the preceding series of amendments to this Regulation.

| 12.2.4. | Until 48 months after the date of entry into force of the 10 series of amendments to this Regulation, Contracting Parties applying this Regulation shall continue to grant ECE approvals to Supplement 3 to the 10 series of amendments to this Regulation. |
| --- | --- |

12.2.4.

Until 48 months after the date of entry into force of the 10 series of amendments to this Regulation, Contracting Parties applying this Regulation shall continue to grant ECE approvals to Supplement 3 to the 10 series of amendments to this Regulation.

| 12.2.5. | As from 24 months after the date of entry into force of Supplement 5 to the 10 series of amendments, Contracting Parties applying this Regulation shall grant approvals only if the vehicle type to be approved meets the requirements of this Regulation as amended by Supplement 5 to the 10 series of amendments. |
| --- | --- |

12.2.5.

As from 24 months after the date of entry into force of Supplement 5 to the 10 series of amendments, Contracting Parties applying this Regulation shall grant approvals only if the vehicle type to be approved meets the requirements of this Regulation as amended by Supplement 5 to the 10 series of amendments.

12.3.   Limit of validity of old type approvals

| 12.3.1. | Starting 48 months after the entry into force of the 10 series of amendments to this Regulation, Contracting Parties applying this Regulation may refuse first national registration (first entry into service) of a vehicle which does not meet the requirements of the 10 series of amendments to this Regulation. |
| --- | --- |

12.3.1.

Starting 48 months after the entry into force of the 10 series of amendments to this Regulation, Contracting Parties applying this Regulation may refuse first national registration (first entry into service) of a vehicle which does not meet the requirements of the 10 series of amendments to this Regulation.

12.4.   New Contracting Parties

| 12.4.1. | Notwithstanding the transitional provisions above, Contracting Parties whose application of this Regulation comes into force after the date of entry into force of the most recent series of amendments are not obliged to accept approvals which were granted in accordance with any of the preceding series of amendments to this Regulation. |
| --- | --- |

12.4.1.

Notwithstanding the transitional provisions above, Contracting Parties whose application of this Regulation comes into force after the date of entry into force of the most recent series of amendments are not obliged to accept approvals which were granted in accordance with any of the preceding series of amendments to this Regulation.

---

(1)  As defined in Annex 7 to the Consolidated Resolution on the Construction of Vehicles (R.E.3) (TRANS/WP.29/78/Rev.1/Amend.2, as last amended by Amend. 4).

1

(2)  In accordance with the application dates contained in paragraph 12. of this Regulation, braking requirements for vehicles of category M1 are exclusively included in Regulation No 13-H. For vehicles of category N1, Contracting Parties that are signatories to both Regulation No 13-H and this Regulation shall recognize approvals to either Regulation as equally valid.

2

1

1

(3)  1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for Belgium, 7 for Hungary, 8 for the Czech Republic, 9 for Spain, 10 for Serbia, 11 for the United Kingdom, 12 for Austria, 13 for Luxembourg, 14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 20 for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 24 for Ireland, 25 for Croatia, 26 for Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria, 35 (vacant), 36 for Lithuania, 37 for Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The former Yugoslav Republic of Macedonia, 41 (vacant), 42 for the European Community (Approvals are granted by its Member States using their respective ECE symbol), 43 for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine, 47 for South Africa, 48 for New Zealand, 49 for Cyprus, 50 for Malta, 51 for Republic of Korea, 52 for Malaysia, 53 for Thailand, 54 and 55 (vacant) and 56 for Montenegro. Subsequent numbers shall be assigned to other countries in the chronological order in which they ratify or accede to the Agreement Concerning the Adoption of Uniform Technical Prescriptions for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals Granted on the Basis of these Prescriptions, and the numbers thus assigned shall be communicated by the Secretary-General of the United Nations to the Contracting Parties to the Agreement.

3

(4)  Until uniform technical standards have been agreed, which ensure compatibility and safety, connections between power-driven vehicles and trailers conforming to paragraph 5.1.3.1.3 shall not be permitted.

4

(5)  Not applicable for trailers;

5

(6)  When different from minimum cut-in pressure;

6

(7)  Only applicable for trailers;

7

(8)  Not applicable for vehicles with electronic control of braking systems.

8

(9)  For the purpose of periodic technical inspection, the minimum limit braking rate values defined for the whole vehicle may need adjustment to reflect national or international in-service requirements.

9

(10)  The Authority, which is to grant approval, shall have the right to check the service braking system by additional vehicle test procedures.

10

(11)  The ISO 7638:1997 connector may be used for 5 pin or 7 pin applications, as appropriate.

11

(12)  Until uniform test procedures have been agreed, the manufacturer shall provide the Technical Service with an analysis of potential failures within the control transmission and their effects. This information shall be subject to discussion and agreement between the Technical Service and the vehicle manufacturer.

12

(13)  The ISO 7638:1997 connector may be used for 5 pin or 7 pin applications, as appropriate.

13

(14)  At the time of type approval, compliance with this requirement shall be confirmed by the vehicle manufacturer.

14

(15)  During a ‘selective braking’ event, the function may change to ‘automatically commanded braking’.

15

(16)  This requirement shall not apply until the Standard ISO 11992 has been amended to include a message ‘illuminate stop lamps’.

16

(17)  Until uniform technical provisions have been agreed that correctly assess the function of the automatic brake adjustment device, the free running requirement shall be deemed to be fulfilled when free running is observed during all brake tests prescribed for the relevant trailer.

17

(18)  Until uniform test procedures have been agreed, the manufacturer shall provide the Technical Service with an analysis of potential failures within the control transmission, and their effects. This information shall be subject to discussion and agreement between the Technical Service and the vehicle manufacturer.

18

(19)  The ISO 7638:1997 connector may be used for 5 pin or 7 pin applications, as appropriate.

19

(20)  The ISO 7638:1997 connector may be used for 5 pin or 7 pin applications, as appropriate.

20

(21)  The conductor cross sections specified in ISO 7638:1997 for the trailer may be reduced if the trailer is installed with its own independent fuse. The rating of the fuse shall be such that the current rating of the conductors is not exceeded. This derogation shall not apply to trailers equipped to tow another trailer.

21

(22)  The ISO 7638:1997 connector may by used for a 5 pin or 7 pin applications, as appropriate.

22

(23)  At the time of type approval, compliance with this requirement shall be confirmed by the vehicle manufacturer.

23

(24)  This requirement shall not apply until the standard ISO 11992 has been amended to include a message ‘illuminate stop lamps’.

24

(25)  During a ‘selective braking’ event, the function may change to ‘automatically commanded braking’.

25

---

ANNEX 1

Braking equipment, devices, methods and conditions not covered by this Regulation

| 1. | Method of measuring reaction (‘response’) times in brakes other than compressed-air brakes. |
| --- | --- |

1.

---

ANNEX 2

COMMUNICATION
   (*1)

(maximum format: A4 (210 × 297 mm))

Image 3

issued by:

Name of administration:

concerning (2):

APPROVAL GRANTED

APPROVAL EXTENDED

APPROVAL REFUSED

APPROVAL WITHDRAWN

PRODUCTION DEFINITELY DISCONTINUED

of a type of vehicle with regard to braking pursuant to Regulation No 13.

Approval No ...

Extension No ...

1. Trade name or mark of the vehicle: ...

2. Vehicle category: ...

3. Vehicle type: ...

4. Manufacturer's name and address: ...

5. If applicable, name and address of manufacturer's representative: ...

6. Mass of vehicle:

6.1. Maximum mass of vehicle: ...

6.2. Minimum mass of vehicle: ...

7. Distribution of mass of each axle (maximum value): ...

8. Make and type of brake linings: ...

8.1. Brake linings tested to all relevant prescriptions of Annex 4 ...

8.2. Alternative brake linings tested in Annex 15 ...

9. In the case of a power-driven vehicle: ...

9.1. Engine type: ...

9.2. Number and ratios of gears: ...

9.3. Final drive ratio(s): ...

9.4. If applicable, (3) maximum mass of trailer which may be coupled: ...

9.4.1. Full trailer: ...

Image 4

9.4.2. Semi-trailer: ...

9.4.3. Centre-axle trailer

(indicate also the maximum ratio of the coupling overhang (4) to the wheelbase): ...

9.4.4. Unbraked trailer: ...

9.4.5. Maximum mass of combination: ...

10. Tyre dimensions: ...

10.1. Temporary-use spare wheel/tyre dimensions: ...

11. Number and arrangement of axles: ...

12. Brief description of braking equipment: ...

| Mass of vehicle when tested | Unladen
  [kg] | Laden
  [kg] |
| --- | --- | --- |
| King pin/supporting load (3) | | |
| Axle No 1 | | |
| Axle No 2 | | |
| Axle No 3 | | |
| Axle No 4 | | |
| Total | | |

Mass of vehicle when tested

Unladen

[kg]

Laden

[kg]

King pin/supporting load (3)

Axle No 1

Axle No 2

Axle No 3

Axle No 4

Total

14. Results of the tests and vehicle characteristics

TEST RESULTS

Test speed [km/h]

Measured performance

Measured force applied to control [daN]

14.1. Type-0 tests, engine disconnected

service braking

secondary braking

14.2. Type-0 tests, engine connected:

service braking in accordance with paragraph 2.1.1 of Annex 4

14.3. Type-I tests:

with repeated braking (5)

with continuous braking (6)

Free running, in accordance with Annex 4, paragraph 1.5.4 (5) and Annex 4, paragraph 1.7.3 (7)

14.4. Type-II or IIA (2) tests, as appropriate:

service braking

14.5. Type-III tests (7)

Free running, in accordance with Annex 4, paragraph 1.7.3

14.6. Braking system(s) used during the Type-II/IIA (2) test: ...

14.7. Reaction time and dimensions of flexible pipes:

14.7.1. Reaction time at the brake actuator: ... s

14.7.2. Reaction time at the control line coupling head: ... s

Image 5

14.7.3. Flexible pipes of tractors for semi-trailers:

length (m): ...

internal diameter (mm): ...

14.8. Information required under paragraph 7.3 of Annex 10 to this Regulation: Yes/No (2)

14.9. Vehicle is/is not (2) equipped to tow a trailer with electrical braking systems

14.10. Vehicle is/is not (2) equipped with an anti-lock system

14.10.1. Category of anti-lock system:

category 1/2/3 (2) (5)

category A/B (2) (6)

14.10.2. The vehicle fulfils the requirements of Annex 13: Yes/No (2)

14.10.3. Vehicle is/is not (2) equipped to tow trailers equipped with anti-lock systems

14.10.4. Where an Annex 19 anti-lock test report has been utilized, the test report number(s) shall be stated:

14.11. The vehicle is subject to the requirements of Annex 5 (ADR): Yes/No (2)

14.11.1. The vehicle fulfils the endurance braking performance requirements according to the Type-IIA test up to a total maximum mass of ... tonnes: Yes/No (2)

14.11.2. The power-driven vehicle is fitted with a control device for the endurance braking system on the trailer: Yes/No (2)

14.11.3. In the case of trailers, the vehicle is equipped with an endurance braking system: Yes/No (2)

14.12. Vehicle is equipped with a control line(s) according to: paragraphs 5.1.3.1.1/5.1.3.1.2/5.1.3.1.3 (2)

14.13. Adequate documentation according to Annex 18 was supplied in respect of the following system(s): ... Yes/No/Not applicable (2)

15. Additional information for use with the Annex 20 alternative type approval procedure. ...

15.1. Description of suspension: ...

15.1.1. Manufacturer: ...

15.1.2. Make: ...

15.1.3. Type: ...

15.1.4. Model: ...

15.2. Wheelbase of vehicle tested: ...

15.3. Actuation differential (if any) within bogie: ...

16. Trailer approved utilizing Annex 20 procedure:

(If yes, Appendix 2 to this annex shall be completed)

Yes/No (2)

17. Vehicle submitted for approval on ...

18. Technical Service responsible for conducting approval tests ...

Image 6

19. Date of report issued by that service ...

20. Number of report issued by that service ...

21. Approval granted/refused/extended/withdrawn (2)

22. Position of approval mark on the vehicle ...

23. Place ...

24. Date ...

25. Signature ...

26. The summary referred to in paragraph 4.3 of this Regulation is annexed to this communication.

(1) Distinguishing number of the country which has granted/extended/refused/withdrawn approval (see approval provisions in the Regulation).

(2) Strike out what does not apply.

(3) In the case of a semi-trailer or centre axle trailer, enter the mass corresponding to the load on the coupling device.

(4) ‘Coupling overhang’ is the horizontal distance between the coupling for centre-axle trailers and the centreline of the rear axle(s).

(5) Applies only to vehicles of categories O2 and O3.

(6) Applies only to power-driven vehicles.

(7) Applies only to vehicles of category O4.

---

(*1)  At the request of (an) applicant(s) for Regulation No 90 approval, the information shall be provided by the Type Approval Authority as contained in Appendix 1 to this annex. However, this information shall not be provided for purposes other than Regulation No 90 approvals.

*1

APPENDIX 1

List of vehicle data for the purpose of Regulation No 90 approvals

| 1. | Description of the vehicle type ...






  1.1. | Trade name or mark of the vehicle, if available ... |
| --- | --- | --- |

1.

Description of the vehicle type ...

1.1.

Trade name or mark of the vehicle, if available ...

| 1.2. | Vehicle category ... |
| --- | --- |

1.2.

Vehicle category ...

| 1.3. | Vehicle type according to Regulation No 13 approval ...
  ... |
| --- | --- |

1.3.

Vehicle type according to Regulation No 13 approval ...

...

| 1.4. | Models or trade names of vehicles constituting the vehicle type, if available ...
  ... |
| --- | --- |

1.4.

Models or trade names of vehicles constituting the vehicle type, if available ...

...

| 1.5. | Manufacturer's name and address ... |
| --- | --- |

1.5.

Manufacturer's name and address ...

| 2. | Make and type of brake linings ...






  2.1. | Brake linings tested to all relevant prescriptions of Annex 4 ...
  ... |
| --- | --- | --- |

2.

Make and type of brake linings ...

2.1.

Brake linings tested to all relevant prescriptions of Annex 4 ...

...

| 2.2. | Brake linings tested to Annex 15 ... |
| --- | --- |

2.2.

Brake linings tested to Annex 15 ...

| 3. | Minimum mass of vehicle ...






  3.1. | Distribution of mass of each axle (maximum value) ...
  ... |
| --- | --- | --- |

3.

Minimum mass of vehicle ...

3.1.

Distribution of mass of each axle (maximum value) ...

...

| 4. | Maximum mass of vehicle ...






  4.1. | Distribution of mass of each axle (maximum value) ...
  ... |
| --- | --- | --- |

4.

Maximum mass of vehicle ...

4.1.

Distribution of mass of each axle (maximum value) ...

...

| 5. | Maximum vehicle speed ... |
| --- | --- |

5.

Maximum vehicle speed ...

| 6. | Tyre and wheel dimensions ... |
| --- | --- |

6.

Tyre and wheel dimensions ...

| 7. | Brake circuit configuration (e.g. front/rear or diagonal split) ...
  ... |
| --- | --- |

7.

Brake circuit configuration (e.g. front/rear or diagonal split) ...

...

| 8. | Declaration of which is the secondary braking system ...
  ... |
| --- | --- |

8.

Declaration of which is the secondary braking system ...

...

| 9. | Specifications of brake valves (if applicable) ...
  ...






  9.1. | Adjustment specifications of the load sensing valve ...
  ... |
| --- | --- | --- |

9.

Specifications of brake valves (if applicable) ...

...

9.1.

Adjustment specifications of the load sensing valve ...

...

| 9.2. | Setting of pressure valve ... |
| --- | --- |

9.2.

Setting of pressure valve ...

| 10. | Designed brake force distribution ... |
| --- | --- |

10.

Designed brake force distribution ...

| 11. | Specification of brake ...






  11.1. | Disc brake type (e.g. number of pistons with diameter(s), ventilated or solid disc) ...
  ... |
| --- | --- | --- |

11.

Specification of brake ...

11.1.

Disc brake type (e.g. number of pistons with diameter(s), ventilated or solid disc) ...

...

| 11.2. | Drum brake type (e.g. duo servo, with piston size and drum dimensions) ...
  ... |
| --- | --- |

11.2.

Drum brake type (e.g. duo servo, with piston size and drum dimensions) ...

...

| 11.3. | In the case of compressed air brake systems, e.g. type and size of chambers, levers, etc. ...
  ... |
| --- | --- |

11.3.

In the case of compressed air brake systems, e.g. type and size of chambers, levers, etc. ...

...

| 12. | Master cylinder type and size ... |
| --- | --- |

12.

Master cylinder type and size ...

| 13. | Booster type and size ... |
| --- | --- |

13.

Booster type and size ...

APPENDIX 2

Type approval certificate concerning the vehicle braking equipment

1.   GENERAL

The following additional items are to be recorded when the trailer has been approved utilizing the alternative procedure defined in Annex 20 to this Regulation.

2.   ANNEX 19 TEST REPORTS

| 2.1. | Diaphragm brake chambers | : | Report No ... |
| --- | --- | --- | --- |
| 2.2. | Spring Brakes | : | Report No ... |
| 2.3. | Trailer brake cold performance characteristics | : | Report No ... |
| 2.4. | Anti-lock braking system | : | Report No ... |

2.1.

Diaphragm brake chambers

:

Report No ...

2.2.

Spring Brakes

:

Report No ...

2.3.

Trailer brake cold performance characteristics

:

Report No ...

2.4.

Anti-lock braking system

:

Report No ...

3.   PERFORMANCE CHECKS

| 3.1. | The trailer fulfils the requirements of Annex 4, paragraphs 3.1.2 and 1.2.7 (service braking cold performance) | Yes/No (1) |
| --- | --- | --- |
| 3.2. | The trailer fulfils the requirements of Annex 4, paragraph 3.2 (parking braking cold performance) | Yes/No (1) |
| 3.3. | The trailer fulfils the requirements of Annex 4, paragraph 3.3 (emergency/automatic braking performance) | Yes/No (1) |
| 3.4. | The trailer fulfils the requirements of Annex 10, paragraph 6 (braking performance in the case a failure in the braking distribution system) | Yes/No (1) |
| 3.5. | The trailer fulfils the requirements of paragraph 5.2.2.14.1 to this Regulation (braking performance in the event of leakage from auxiliary equipment) | Yes/No (1) |
| 3.6. | The trailer fulfils the requirements of Annex 13 (anti-lock braking) | Yes/No (1) |

3.1.

The trailer fulfils the requirements of Annex 4, paragraphs 3.1.2 and 1.2.7 (service braking cold performance)

Yes/No (1)

3.2.

The trailer fulfils the requirements of Annex 4, paragraph 3.2 (parking braking cold performance)

Yes/No (1)

3.3.

The trailer fulfils the requirements of Annex 4, paragraph 3.3 (emergency/automatic braking performance)

Yes/No (1)

3.4.

The trailer fulfils the requirements of Annex 10, paragraph 6 (braking performance in the case a failure in the braking distribution system)

Yes/No (1)

3.5.

The trailer fulfils the requirements of paragraph 5.2.2.14.1 to this Regulation (braking performance in the event of leakage from auxiliary equipment)

Yes/No (1)

3.6.

The trailer fulfils the requirements of Annex 13 (anti-lock braking)

Yes/No (1)

---

(1)  Strike out what does not apply

---

ANNEX 3

ARRANGEMENTS OF APPROVAL MARKS

MODEL A

(See paragraph 4.4 of this Regulation)

Image 7

The above approval mark affixed to a vehicle shows that the vehicle type concerned has, with regard to braking, been approved in the United Kingdom (E 11) pursuant to Regulation No 13 under approval number 102439. This number indicates that the approval was given in accordance with the requirements of Regulation No 13 with the 10 series of amendments incorporated. For vehicles of categories M2 and M3, this mark means that that type of vehicle has undergone the Type-II test.

MODEL B

(See paragraph 4.5 of this Regulation)

Image 8

The above approval mark affixed to a vehicle shows that the vehicle type concerned has, with regard to braking, been approved in the United Kingdom (E 11) pursuant to Regulation No 13. For vehicles of categories M2 and M3, this mark means that the type of vehicle has undergone the Type-IIA test.

MODEL C

(See paragraph 4.6 of this Regulation)

Image 9

The above approval mark affixed to a vehicle shows that the vehicle type concerned has been approved in the United Kingdom (E 11) pursuant to Regulations No 13 and No 24 (1). (In the case of the latter Regulation the corrected absorption coefficient is 1,30 m-1.)

---

(1)  This number is given merely as an example.

---

ANNEX 4

Braking tests and performance of braking systems

1.   BRAKING TESTS

1.1.   General

| 1.1.1. | The performance prescribed for braking systems is based on the stopping distance and/or the mean fully developed deceleration. The performance of a braking system shall be determined by measuring the stopping distance in relation to the initial speed of the vehicle and/or by measuring the mean fully developed deceleration during the test. |
| --- | --- |

1.1.1.

| 1.1.2. | The stopping distance shall be the distance covered by the vehicle from the moment when the driver begins to actuate the control of the braking system until the moment when the vehicle stops; the initial speed shall be the speed at the moment when the driver begins to actuate the control of the braking system; the initial speed shall not be less than 98 per cent of the prescribed speed for the test in question.
  The mean fully developed deceleration (dm) shall be calculated as the deceleration averaged with respect to distance over the interval vb to ve, according to the following formula:





  where:







  vo | = | initial vehicle speed in km/h, |
| --- | --- | --- | --- |
| vb | = | vehicle speed at 0,8 vo in km/h, |
| ve | = | vehicle speed at 0,1 vo in km/h, |
| sb | = | distance travelled between vo and vb in metres, |
| se | = | distance travelled between vo and ve in metres. |

1.1.2.

The mean fully developed deceleration (dm) shall be calculated as the deceleration averaged with respect to distance over the interval vb to ve, according to the following formula:

Formula

where:

vo

=

initial vehicle speed in km/h,

vb

=

vehicle speed at 0,8 vo in km/h,

ve

=

vehicle speed at 0,1 vo in km/h,

sb

=

distance travelled between vo and vb in metres,

se

=

distance travelled between vo and ve in metres.

The speed and the distance shall be determined using instrumentation having an accuracy of ± 1 per cent at the prescribed speed for the test. The mean fully developed deceleration may be determined by other methods than the measurement of speed and distance; in this case, the accuracy of the mean fully developed deceleration shall be within ± 3 per cent.

1.2.   For the approval of any vehicle, the braking performance shall be measured during road tests conducted in the following conditions:

| 1.2.1. | the vehicle's condition as regards mass shall be as prescribed for each type of test and be specified in the test report; |
| --- | --- |

1.2.1.

the vehicle's condition as regards mass shall be as prescribed for each type of test and be specified in the test report;

| 1.2.2. | the test shall be carried out at the speeds prescribed for each type of test; if the maximum design speed of a vehicle is lower than the speed prescribed for a test, the test shall be performed at the vehicle's maximum speed; |
| --- | --- |

1.2.2.

the test shall be carried out at the speeds prescribed for each type of test; if the maximum design speed of a vehicle is lower than the speed prescribed for a test, the test shall be performed at the vehicle's maximum speed;

| 1.2.3. | during the tests, the force applied to the control of the braking system in order to obtain the prescribed performance shall not exceed the maximum force laid down for the test vehicle's category; |
| --- | --- |

1.2.3.

during the tests, the force applied to the control of the braking system in order to obtain the prescribed performance shall not exceed the maximum force laid down for the test vehicle's category;

| 1.2.4. | the road shall have a surface affording good adhesion, unless specified otherwise in the relevant annexes; |
| --- | --- |

1.2.4.

the road shall have a surface affording good adhesion, unless specified otherwise in the relevant annexes;

| 1.2.5. | the tests shall be performed when there is no wind liable to affect the results; |
| --- | --- |

1.2.5.

the tests shall be performed when there is no wind liable to affect the results;

| 1.2.6. | at the start of the tests, the tyres shall be cold and at the pressure prescribed for the load actually borne by the wheels when the vehicle is stationary; |
| --- | --- |

1.2.6.

at the start of the tests, the tyres shall be cold and at the pressure prescribed for the load actually borne by the wheels when the vehicle is stationary;

| 1.2.7. | the prescribed performance shall be obtained without locking of the wheels, without deviation of the vehicle from its course, and without abnormal vibration (1). |
| --- | --- |

1.2.7.

the prescribed performance shall be obtained without locking of the wheels, without deviation of the vehicle from its course, and without abnormal vibration (1).

| 1.2.8. | For vehicles powered completely or partially by an electric motor (or motors), permanently connected to the wheels, all tests shall be carried out with the motor(s) connected. |
| --- | --- |

1.2.8.

For vehicles powered completely or partially by an electric motor (or motors), permanently connected to the wheels, all tests shall be carried out with the motor(s) connected.

| 1.2.9. | For vehicles as described in paragraph 1.2.8, fitted with an electric regenerative braking system of category A, behaviour tests defined in paragraph 1.4.3.1 of this annex shall be carried out on a track with a low adhesion coefficient (as defined in paragraph 5.2.2 of Annex 13). |
| --- | --- |

1.2.9.

For vehicles as described in paragraph 1.2.8, fitted with an electric regenerative braking system of category A, behaviour tests defined in paragraph 1.4.3.1 of this annex shall be carried out on a track with a low adhesion coefficient (as defined in paragraph 5.2.2 of Annex 13).

| 1.2.9.1. | Moreover, for vehicles fitted with an electric regenerative braking system of category A, transient conditions as gear changes or accelerator control release shall not affect the behaviour of the vehicle under test condition described in paragraph 1.2.9. |
| --- | --- |

1.2.9.1.

Moreover, for vehicles fitted with an electric regenerative braking system of category A, transient conditions as gear changes or accelerator control release shall not affect the behaviour of the vehicle under test condition described in paragraph 1.2.9.

| 1.2.10. | During the tests specified in paragraphs 1.2.9 and 1.2.9.1, wheel locking is not allowed. However, steering correction is permitted if the angular rotation of the steering control is within 120° during the initial 2 seconds and not more than 240° in total. |
| --- | --- |

1.2.10.

During the tests specified in paragraphs 1.2.9 and 1.2.9.1, wheel locking is not allowed. However, steering correction is permitted if the angular rotation of the steering control is within 120° during the initial 2 seconds and not more than 240° in total.

| 1.2.11. | For a vehicle with electrically actuated service brakes powered from traction batteries (or an auxiliary battery) which receive(s) energy only from an independent external charging system, these batteries shall, during braking performance testing, be at an average of not more than 5 per cent above that state of charge at which the brake failure warning prescribed in paragraph 5.2.1.27.6 is required to be given.
  If this warning is given, the batteries may receive some recharge during the tests, to keep them in the required state of charge range. |
| --- | --- |

1.2.11.

For a vehicle with electrically actuated service brakes powered from traction batteries (or an auxiliary battery) which receive(s) energy only from an independent external charging system, these batteries shall, during braking performance testing, be at an average of not more than 5 per cent above that state of charge at which the brake failure warning prescribed in paragraph 5.2.1.27.6 is required to be given.

If this warning is given, the batteries may receive some recharge during the tests, to keep them in the required state of charge range.

1.3.   Behaviour of the vehicle during braking

| 1.3.1. | In braking tests, and in particular in those at high speed, the general behaviour of the vehicle during braking shall be checked. |
| --- | --- |

1.3.1.

| 1.3.2. | Behaviour of the vehicle during braking on a road on which adhesion is reduced. The behaviour of vehicles of categories M2, M3, N1, N2, N3, O2, O3 and O4 on a road on which adhesion is reduced, shall meet the relevant requirements of Annex 10 and/or Annex 13 to this Regulation. |
| --- | --- |

1.3.2.

| 1.3.2.1. | In the case of a braking system according to paragraph 5.2.1.7.2, where the braking for a particular axle (or axles) is comprised of more than one source of braking torque, and any individual source can be varied with respect to the other(s), the vehicle shall satisfy the requirements of Annex 10, or alternatively, Annex 13 under all relationships permitted by its control strategy (2). |
| --- | --- |

1.3.2.1.

1.4.   Type-0 test (ordinary performance test with brakes cold)

1.4.1.   General

| 1.4.1.1. | The brakes shall be cold; a brake is deemed to be cold when the temperature measured on the disc or on the outside of the drum is below 100 °C. |
| --- | --- |

1.4.1.1.

| 1.4.1.2. | The test shall be conducted in the following conditions:






  1.4.1.2.1. | The vehicle shall be laden, the distribution of its mass among the axles being that stated by the manufacturer; where provision is made for several arrangements of the load on the axles the distribution of the maximum mass among the axles shall be such that the load on each axle is proportional to the maximum permissible load for each axle. In the case of tractors for semi- trailers, the load may be re-positioned approximately half-way between the kingpin position resulting from the above loading conditions and the centreline of the rear axle(s); |
| --- | --- | --- |

1.4.1.2.

1.4.1.2.1.

The vehicle shall be laden, the distribution of its mass among the axles being that stated by the manufacturer; where provision is made for several arrangements of the load on the axles the distribution of the maximum mass among the axles shall be such that the load on each axle is proportional to the maximum permissible load for each axle. In the case of tractors for semi- trailers, the load may be re-positioned approximately half-way between the kingpin position resulting from the above loading conditions and the centreline of the rear axle(s);

| 1.4.1.2.2. | Every test shall be repeated on the unladen vehicle. In the case of a power-driven vehicle there may be, in addition to the driver, a second person on the front seat who is responsible for noting the results of the test;
  In the case of a tractor for a semi-trailer, the unladen tests will be conducted with the vehicle in its solo condition, including a mass representing the fifth wheel. It will also include a mass representing a spare wheel, if this is included in the standard specification of the vehicle;
  In the case of a vehicle presented as a bare chassis-cab, a supplementary load may be added to simulate the mass of the body, not exceeding the minimum mass declared by the manufacturer in Annex 2 to this Regulation;
  In the case of a vehicle equipped with an electric regenerative braking system, the requirements depend on the category of this system:







  Category A | : | Any separate electric regenerative braking control which is provided, shall not be used during the Type-0 tests. |
| --- | --- | --- | --- |
| Category B | : | The contribution of the electric regenerative braking system to the braking force generated shall not exceed that minimum level guaranteed by the system design. |

1.4.1.2.2.

Every test shall be repeated on the unladen vehicle. In the case of a power-driven vehicle there may be, in addition to the driver, a second person on the front seat who is responsible for noting the results of the test;

In the case of a tractor for a semi-trailer, the unladen tests will be conducted with the vehicle in its solo condition, including a mass representing the fifth wheel. It will also include a mass representing a spare wheel, if this is included in the standard specification of the vehicle;

In the case of a vehicle presented as a bare chassis-cab, a supplementary load may be added to simulate the mass of the body, not exceeding the minimum mass declared by the manufacturer in Annex 2 to this Regulation;

In the case of a vehicle equipped with an electric regenerative braking system, the requirements depend on the category of this system:

Category A

:

Any separate electric regenerative braking control which is provided, shall not be used during the Type-0 tests.

Category B

:

The contribution of the electric regenerative braking system to the braking force generated shall not exceed that minimum level guaranteed by the system design.

This requirement is deemed to be satisfied if the batteries are at one of the following state of charge conditions where state of charge (3) is determined by the method set out in Appendix 1 to this annex:

| (a) | at the maximum charge level as recommended by the manufacturer in the vehicle specification, or |
| --- | --- |

(a)

at the maximum charge level as recommended by the manufacturer in the vehicle specification, or

| (b) | at a level not less than 95 per cent of the full charge level, where the manufacturer has made no specific recommendation, or |
| --- | --- |

(b)

at a level not less than 95 per cent of the full charge level, where the manufacturer has made no specific recommendation, or

| (c) | at the maximum level which results from automatic charge control on the vehicle. |
| --- | --- |

(c)

at the maximum level which results from automatic charge control on the vehicle.

| 1.4.1.2.3. | The limits prescribed for minimum performance, both for tests with the vehicle unladen and for tests with the vehicle laden, shall be those laid down hereunder for each category of vehicles; the vehicle shall satisfy both the prescribed stopping distance and the prescribed mean fully developed deceleration for the relevant vehicle category, but it may not be necessary to actually measure both parameters. |
| --- | --- |

1.4.1.2.3.

The limits prescribed for minimum performance, both for tests with the vehicle unladen and for tests with the vehicle laden, shall be those laid down hereunder for each category of vehicles; the vehicle shall satisfy both the prescribed stopping distance and the prescribed mean fully developed deceleration for the relevant vehicle category, but it may not be necessary to actually measure both parameters.

| 1.4.1.2.4. | The road shall be level. |
| --- | --- |

1.4.1.2.4.

The road shall be level.

1.4.2.   Type-0 test with engine disconnected

The test shall be carried out at the speed prescribed for the category to which the vehicle belongs, the figures prescribed in this connection being subject to a certain margin of tolerance. The minimum performance prescribed for each category shall be attained.

1.4.3.   Type-0 test with engine connected

| 1.4.3.1. | Tests shall also be carried out at various speeds, the lowest being equal to 30 per cent of the maximum speed of the vehicle and the highest being equal to 80 per cent of that speed. In the case of vehicles equipped with a speed limiter, this limiter speed shall be taken as the maximum speed of the vehicle. The maximum practical performance figures shall be measured and the behaviour of the vehicle shall be recorded in the test report. Tractors for semi-trailers, artificially loaded to simulate the effects of a laden semi-trailer shall not be tested beyond 80 km/h. |
| --- | --- |

1.4.3.1.

| 1.4.3.2. | Further tests shall be carried out with the engine connected, from the speed prescribed for the category to which the vehicle belongs. The minimum performance prescribed for each category shall be attained. Tractive units for semi-trailers, artificially loaded to simulate the effects of a laden semi-trailer shall not be tested beyond 80 km/h. |
| --- | --- |

1.4.3.2.

1.4.4.   Type-0 test for vehicles of category O, equipped with compressed-air brakes.

| 1.4.4.1. | The braking performance of the trailer can be calculated either from the braking rate of the towing vehicle plus the trailer and the measured thrust on the coupling or, in certain cases, from the braking rate of the towing vehicle plus the trailer with only the trailer being braked. The engine of the towing vehicle shall be disconnected during the braking test.
  In the case where only the trailer is braked, to take account of the extra mass being retarded, the performance will be taken to be the mean fully developed deceleration. |
| --- | --- |

1.4.4.1.

In the case where only the trailer is braked, to take account of the extra mass being retarded, the performance will be taken to be the mean fully developed deceleration.

| 1.4.4.2. | With the exception of cases according to paragraphs 1.4.4.3 and 1.4.4.4 of this annex, it is necessary for the determination of the braking rate of the trailer to measure the braking rate of the towing vehicle plus the trailer and the thrust on the coupling. The towing vehicle has to meet the requirements laid down in Annex 10 to this Regulation with regard to the relationship between the ratio TM/PM and the pressure pm. The braking rate of the trailer is calculated according to the following formula:





  where:







  zR | = | braking rate of the trailer |
| --- | --- | --- | --- |
| zR+M | = | braking rate of the towing vehicle plus the trailer, |
| D | = | thrust on the coupling,
  (tractive force: +D),
  (compressive force: –D) |
| PR | = | total normal static reaction between road surface and wheels of trailer (Annex 10). |

1.4.4.2.

Formula

where:

zR

=

braking rate of the trailer

zR+M

=

braking rate of the towing vehicle plus the trailer,

D

=

thrust on the coupling,

(tractive force: +D),

(compressive force: –D)

PR

=

total normal static reaction between road surface and wheels of trailer (Annex 10).

| 1.4.4.3. | If a trailer has a continuous or semi-continuous braking system where the pressure in the brake actuators does not change during braking despite the dynamic axle load shifting and in the case of semi-trailers the trailer alone may be braked. The braking rate of the trailer is calculated according to the following formula:





  where:







  R | = | rolling resistance value = 0,01 |
| --- | --- | --- | --- |
| PM | = | total normal static reaction between road surface and wheels of towing vehicles for trailers (Annex 10) |

1.4.4.3.

Formula

where:

R

=

rolling resistance value = 0,01

PM

=

total normal static reaction between road surface and wheels of towing vehicles for trailers (Annex 10)

| 1.4.4.4. | Alternatively, the evaluation of the braking rate of the trailer may be done by braking the trailer alone. In this case the pressure used shall be the same as that measured in the brake actuators during the braking of the combination. |
| --- | --- |

1.4.4.4.

1.5.   Type-I test (fade test)

1.5.1.   With repeated braking

| 1.5.1.1. | The service braking systems of all power-driven vehicles shall be tested by successively applying and releasing the brakes a number of times, the vehicle being laden, in the conditions shown in the table below:









  Category of vehicles | Conditions |
| --- | --- | --- |
| v1 [km/h] | v2 [km/h] | Δt [sec] | n |
| M2 | 80 per cent vmax

  ≤ 100 | 1/2 v1 | 55 | 15 |
| N1 | 80 per cent vmax

  ≤ 120 | 1/2 v1 | 55 | 15 |
| M3, N2, N3 | 80 per cent vmax

  ≤ 60 | 1/2 v1 | 60 | 20 |

1.5.1.1.

Category of vehicles

Conditions

v1 [km/h]

v2 [km/h]

Δt [sec]

n

M2

80 per cent vmax

≤ 100

1/2 v1

55

15

N1

80 per cent vmax

≤ 120

1/2 v1

55

15

M3, N2, N3

80 per cent vmax

≤ 60

1/2 v1

60

20

where:

| v1 | = | initial speed, at beginning of braking |
| --- | --- | --- |
| v2 | = | speed at end of braking |
| vmax | = | maximum speed of vehicle |
| n | = | number of brake applications |
| Δt | = | duration of a braking cycle: time elapsing between the initiation of one brake application and the initiation of the next. |

v1

=

initial speed, at beginning of braking

v2

=

speed at end of braking

vmax

=

maximum speed of vehicle

n

=

number of brake applications

Δt

=

duration of a braking cycle: time elapsing between the initiation of one brake application and the initiation of the next.

| 1.5.1.2. | If the characteristics of the vehicle make it impossible to abide by the duration prescribed for Δt, the duration may be increased; in any event, in addition to the time necessary for braking and accelerating the vehicle, a period of 10 seconds shall be allowed in each cycle for stabilizing the speed v1. |
| --- | --- |

1.5.1.2.

| 1.5.1.3. | In these tests, the force applied to the control shall be so adjusted as to attain the mean fully developed deceleration of 3 m/s2 at the first brake application; this force shall remain constant throughout the succeeding brake applications. |
| --- | --- |

1.5.1.3.

| 1.5.1.4. | During brake applications, the highest gear ratio (excluding overdrive, etc.) shall be continuously engaged. |
| --- | --- |

1.5.1.4.

| 1.5.1.5. | For regaining speed after braking, the gearbox shall be used in such a way as to attain the speed v1 in the shortest possible time (maximum acceleration allowed by the engine and gearbox). |
| --- | --- |

1.5.1.5.

| 1.5.1.6. | For vehicles not having sufficient autonomy to carry out the cycles of heating of the brakes, the tests shall be carried out by achieving the prescribed speed before the first braking application and thereafter by using the maximum acceleration available to regain speed and then braking successively at the speed reached at the end of each time cycle duration as specified, for the appropriate vehicle category, in paragraph 1.5.1.1 above. |
| --- | --- |

1.5.1.6.

| 1.5.1.7. | In the case of vehicles equipped with automatic brake adjustment devices the adjustment of the brakes shall, prior to the Type-I test above, be set according to the following procedures as appropriate:






  1.5.1.7.1. | In the case of vehicles equipped with air operated brakes the adjustment of the brakes shall be such as to enable the automatic brake adjustment device to function. For this purpose the actuator stroke shall be adjusted to:
  so ≥ 1,1 × sre-adjust

  (the upper limit shall not exceed a value recommended by the manufacturer)
  where:






  sre-adjust | is the re-adjustment stroke according to the specification of the manufacturer of the automatic brake adjustment device, i.e. the stroke, where it starts to readjust the running clearance of the brake with an actuator pressure of 15 per cent of the brake system operating pressure but not less than 100 kPa. |
| --- | --- | --- | --- |

1.5.1.7.

1.5.1.7.1.

In the case of vehicles equipped with air operated brakes the adjustment of the brakes shall be such as to enable the automatic brake adjustment device to function. For this purpose the actuator stroke shall be adjusted to:

so ≥ 1,1 × sre-adjust

(the upper limit shall not exceed a value recommended by the manufacturer)

where:

sre-adjust

is the re-adjustment stroke according to the specification of the manufacturer of the automatic brake adjustment device, i.e. the stroke, where it starts to readjust the running clearance of the brake with an actuator pressure of 15 per cent of the brake system operating pressure but not less than 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 30 per cent of the brake system operating pressure but not less than 200 kPa 50 times in succession. This shall be followed by a single brake application with an actuator pressure of ≥ 650 kPa.

| 1.5.1.7.2. | In the case of vehicles equipped with hydraulically operated disc brakes no setting requirements are deemed necessary. |
| --- | --- |

1.5.1.7.2.

In the case of vehicles equipped with hydraulically operated disc brakes no setting requirements are deemed necessary.

| 1.5.1.7.3. | In the case of vehicles equipped with hydraulically operated drum brakes the adjustment of the brakes shall be as specified by the manufacturer. |
| --- | --- |

1.5.1.7.3.

In the case of vehicles equipped with hydraulically operated drum brakes the adjustment of the brakes shall be as specified by the manufacturer.

| 1.5.1.8. | For vehicles equipped with an electric regenerative braking system of category B, the condition of the vehicle batteries at the start of the test, shall be such that the braking force contribution provided by the electric regenerative braking system does not exceed the minimum guaranteed by the system design.
  This requirement is deemed to be satisfied if the batteries are at one of the state of charge conditions listed in the fourth clause of paragraph 1.4.1.2.2 above. |
| --- | --- |

1.5.1.8.

This requirement is deemed to be satisfied if the batteries are at one of the state of charge conditions listed in the fourth clause of paragraph 1.4.1.2.2 above.

1.5.2.   With continuous braking

| 1.5.2.1. | The service brakes of trailers of categories O2 and O3 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. |
| --- | --- |

1.5.2.1.

| 1.5.2.2. | The test may be carried out on a level road, the trailer being drawn by a towing vehicle; during the test, the force applied to the control shall be adjusted so as to keep the resistance of the trailer constant (7 per cent of the maximum total stationary axle load of the trailer). 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 |

1.5.2.2.

Speed [km/h]

Distance [metres]

40

1 700

30

1 950

20

2 500

15

3 100

| 1.5.2.3. | In the case of trailers equipped with automatic brake adjustment devices the adjustment of the brakes shall, prior to the Type-I test prescribed above, be set according to the procedure as laid down in paragraph 1.7.1.1 of this annex. |
| --- | --- |

1.5.2.3.

1.5.3.   Hot performance

| 1.5.3.1. | At the end of the Type-I test (test described in paragraph 1.5.1 or test described in paragraph 1.5.2 of this annex) the hot performance of the service braking system shall be measured in the same conditions (and in particular at a constant control force no greater than the mean force actually used) as for the Type-0 test with the engine disconnected (the temperature conditions may be different).






  1.5.3.1.1. | For power-driven vehicles this hot performance shall not be less than 80 per cent of that prescribed for the category in question, nor less than 60 per cent of the figure recorded in the Type-0 test with the engine disconnected. |
| --- | --- | --- |

1.5.3.1.

1.5.3.1.1.

For power-driven vehicles this hot performance shall not be less than 80 per cent of that prescribed for the category in question, nor less than 60 per cent of the figure recorded in the Type-0 test with the engine disconnected.

| 1.5.3.1.2. | For vehicles fitted with an electric regenerative braking system of category A, during brake applications, the highest gear shall be continuously engaged and the separate electric regenerative braking control, if any, shall not be used. |
| --- | --- |

1.5.3.1.2.

For vehicles fitted with an electric regenerative braking system of category A, during brake applications, the highest gear shall be continuously engaged and the separate electric regenerative braking control, if any, shall not be used.

| 1.5.3.1.3. | In the case of vehicles equipped with an electric regenerative braking system of category B, having carried out the heating cycles according to paragraph 1.5.1.6 of this annex, the hot performance test shall be carried out at the maximum speed which can be reached by the vehicle at the end of the brake heating cycles, unless the speed specified in paragraph 1.4.2 of this annex can be reached.
  For comparison, the Type-0 test with cold brakes shall be repeated from this same speed and with a similar electric regenerative braking contribution, as set by an appropriate state of battery charge, as was available during the hot performance test.
  Reconditioning of the linings shall be permitted before the test is made to compare this second Type-0 cold performance with that achieved in the hot test, against the criteria of paragraphs 1.5.3.1.1 and 1.5.3.2 of this annex. |
| --- | --- |

1.5.3.1.3.

In the case of vehicles equipped with an electric regenerative braking system of category B, having carried out the heating cycles according to paragraph 1.5.1.6 of this annex, the hot performance test shall be carried out at the maximum speed which can be reached by the vehicle at the end of the brake heating cycles, unless the speed specified in paragraph 1.4.2 of this annex can be reached.

For comparison, the Type-0 test with cold brakes shall be repeated from this same speed and with a similar electric regenerative braking contribution, as set by an appropriate state of battery charge, as was available during the hot performance test.

Reconditioning of the linings shall be permitted before the test is made to compare this second Type-0 cold performance with that achieved in the hot test, against the criteria of paragraphs 1.5.3.1.1 and 1.5.3.2 of this annex.

| 1.5.3.1.4. | However, in the case of trailers, the hot brake force at the periphery of the wheels when tested at 40 km/h shall not be less than 36 per cent of the maximum stationary wheel load, nor less than 60 per cent of the figure recorded in the Type-0 test at the same speed. |
| --- | --- |

1.5.3.1.4.

However, in the case of trailers, the hot brake force at the periphery of the wheels when tested at 40 km/h shall not be less than 36 per cent of the maximum stationary wheel load, nor less than 60 per cent of the figure recorded in the Type-0 test at the same speed.

| 1.5.3.2. | In the case of a power-driven vehicle which satisfies the 60 per cent requirement specified in paragraph 1.5.3.1.1 above, but which cannot comply with the 80 per cent requirement of paragraph 1.5.3.1.1 above, a further hot performance test may be carried out using a control force not exceeding that specified in paragraph 2 of this annex for the relevant vehicle category. The results of both tests shall be entered in the report. |
| --- | --- |

1.5.3.2.

1.5.4.   Free running test

In the case of motor vehicles equipped with automatic brake adjustment devices, the brakes after completing the tests defined in paragraph 1.5.3 above will be allowed to cool to a temperature representative of a cold brake (i.e. ≤ 100 °C) and it shall be verified that the vehicle is capable of free running by fulfilling one of the following conditions:

| (a) | Wheels are running freely (i.e. may be rotated by hand) |
| --- | --- |

(a)

Wheels are running freely (i.e. may be rotated by hand)

| (b) | It is ascertained that when the vehicle is driven at a constant speed of v = 60 km/h with the brakes released the asymptotic temperatures shall not exceed a drum/disc temperature increase of 80 °C, then the residual brake moments are regarded as acceptable. |
| --- | --- |

(b)

It is ascertained that when the vehicle is driven at a constant speed of v = 60 km/h with the brakes released the asymptotic temperatures shall not exceed a drum/disc temperature increase of 80 °C, then the residual brake moments are regarded as acceptable.

1.6.   Type-II test (downhill behaviour test)

| 1.6.1. | Laden power-driven vehicles shall be tested in such a manner that the energy input is equivalent to that recorded in the same period of time with a laden vehicle driven at an average speed of 30 km/h on a 6 per cent down-gradient for a distance of 6 km, with the appropriate gear engaged and the endurance braking system, if the vehicle is equipped with one, being used. The gear engaged shall be such that the speed of the engine (min-1) does not exceed the maximum value prescribed by the manufacturer. |
| --- | --- |

1.6.1.

| 1.6.2. | For vehicles in which the energy is absorbed by the braking action of the engine alone, a tolerance of ± 5 km/h on the average speed shall be permitted, and the gear enabling the speed to be stabilized at the value closest to 30 km/h on the 6 per cent down-gradient shall be engaged. If the performance of the braking action of the engine alone is determined by a measurement of deceleration, it shall be sufficient if the mean deceleration measured is at least 0,5 m/s2. |
| --- | --- |

1.6.2.

| 1.6.3. | At the end of the test, the hot performance of the service braking system shall be measured in the same conditions as for the Type-0 test with the engine disconnected (the temperature conditions may be different). This hot performance shall give a stopping distance not exceeding the following values and a mean fully developed deceleration not less than the following values, using a control force not exceeding 70 daN:






  category M3 | 0,15 v + (1,33 v2/130) (the second term corresponds to a mean fully developed deceleration dm = 3,75 m/s2), |
| --- | --- | --- |
| category N3 | 0,15 v + (1,33 v2/115) (the second term corresponds to a mean fully developed deceleration dm = 3,3 m/s2). |

1.6.3.

category M3

0,15 v + (1,33 v2/130) (the second term corresponds to a mean fully developed deceleration dm = 3,75 m/s2),

category N3

0,15 v + (1,33 v2/115) (the second term corresponds to a mean fully developed deceleration dm = 3,3 m/s2).

| 1.6.4. | Vehicles cited in paragraphs 1.8.1.1, 1.8.1.2 and 1.8.1.3 below shall satisfy the Type-IIA test described in paragraph 1.8 below instead of the Type-II test. |
| --- | --- |

1.6.4.

1.7.   Type-III test (fade test for vehicles of category O4)

1.7.1.   Track test

| 1.7.1.1. | The adjustment of the brakes shall, prior to the Type-III test below, be set according to the following procedures as appropriate:






  1.7.1.1.1. | In the case of trailers equipped with air operated brakes the adjustment of the brakes shall be such as to enable the automatic brake adjustment device to function. For this purpose the actuator stroke shall be adjusted to 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. |
| --- | --- | --- |

1.7.1.1.

1.7.1.1.1.

In the case of trailers equipped with air operated brakes the adjustment of the brakes shall be such as to enable the automatic brake adjustment device to function. For this purpose the actuator stroke shall be adjusted to 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.

| 1.7.1.1.2. | In the case of trailers equipped with hydraulically operated disc brakes no setting requirements are deemed necessary. |
| --- | --- |

1.7.1.1.2.

In the case of trailers equipped with hydraulically operated disc brakes no setting requirements are deemed necessary.

| 1.7.1.1.3. | In the case of trailers equipped with hydraulically operated drum brakes the adjustment of the brakes shall be as specified by the manufacturer. |
| --- | --- |

1.7.1.1.3.

In the case of trailers equipped with hydraulically operated drum brakes the adjustment of the brakes shall be as specified by the manufacturer.

| 1.7.1.2. | For the road test the conditions shall be as follows:






  Number of brake applications | 20 |
| --- | --- | --- |
| Duration of a braking cycle | 60 s |
| Initial speed at the beginning of braking | 60 km/h |
| Braking applications | In these tests, the force applied to the control shall be so adjusted as to attain the mean fully developed deceleration of 3 m/s2 in respect to the trailer mass PR at the first brake application; this force shall remain constant throughout the succeeding brake applications. |

1.7.1.2.

Number of brake applications

20

Duration of a braking cycle

60 s

Initial speed at the beginning of braking

60 km/h

Braking applications

In these tests, the force applied to the control shall be so adjusted as to attain the mean fully developed deceleration of 3 m/s2 in respect to the trailer mass PR at the first brake application; this force shall remain constant throughout the succeeding brake applications.

The braking rate of a trailer is calculated according to the formula given in paragraph 1.4.4.3 of this annex:

Formula

The speed at the end of braking (Annex 11, Appendix 2, paragraph 3.1.5):

Formula

where:

| zR | — | braking rate of the trailer |
| --- | --- | --- |
| zR+M | — | braking rate of the vehicle combination (motor vehicle and trailer) |
| R | — | rolling resistance value = 0,01 |
| PM | — | total normal static reaction between the road surface and the wheels of towing vehicle for trailer (kg) |
| PR | — | total normal static reaction between the road surface and the wheels of trailer (kg) |
| P1 | — | part of the mass of the trailer borne by the unbraked axle(s) (kg) |
| P2 | — | part of the mass of the trailer borne by the braked axle(s) (kg) |
| v1 | — | initial speed (km/h) |
| v2 | — | final speed (km/h) |

zR

—

braking rate of the trailer

zR+M

—

braking rate of the vehicle combination (motor vehicle and trailer)

R

—

rolling resistance value = 0,01

PM

—

total normal static reaction between the road surface and the wheels of towing vehicle for trailer (kg)

PR

—

total normal static reaction between the road surface and the wheels of trailer (kg)

P1

—

part of the mass of the trailer borne by the unbraked axle(s) (kg)

P2

—

part of the mass of the trailer borne by the braked axle(s) (kg)

v1

—

initial speed (km/h)

v2

—

final speed (km/h)

1.7.2.   Hot performance

At the end of the test according to paragraph 1.7.1, the hot performance of the service braking system shall be measured under the same conditions as for the Type-0 test with, however, different temperature conditions and starting from an initial speed of 60 km/h. The hot brake-force at the periphery of the wheels shall then not be less than 40 per cent of the maximum stationary wheel load, and not less than 60 per cent of the figure recorded in the Type-0 test at the same speed.

1.7.3.   Free running test

After completing the tests defined in paragraph 1.7.2, above, the brakes will be allowed to cool to a temperature representative of a cold brake (i.e. ≤ 100 °C) and it shall be verified that the trailer is capable of free running by fulfilling one of the following conditions:

| (a) | Wheels are running freely (i.e. may be rotated by hand) |
| --- | --- |

(a)

Wheels are running freely (i.e. may be rotated by hand)

| (b) | It is ascertained that when the trailer is driven at a constant speed of v = 60 km/h with the brakes released the asymptotic temperatures shall not exceed a drum/disc temperature increase of 80 °C, then the residual brake moments are regarded as acceptable. |
| --- | --- |

(b)

It is ascertained that when the trailer is driven at a constant speed of v = 60 km/h with the brakes released the asymptotic temperatures shall not exceed a drum/disc temperature increase of 80 °C, then the residual brake moments are regarded as acceptable.

1.8.   Type-IIA test (endurance braking performance)

1.8.1.   Vehicles of the following categories shall be subject to the Type-IIA test:

| 1.8.1.1. | Vehicles of category M3, belonging to Class II, III or B as defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3), Annex 7. |
| --- | --- |

1.8.1.1.

Vehicles of category M3, belonging to Class II, III or B as defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3), Annex 7.

| 1.8.1.2. | Vehicles of category N3 which are authorized to tow a trailer of category O4. If the maximum mass exceeds 26 tonnes, the test mass is limited to 26 tonnes or, in the case where the unladen mass exceeds 26 tonnes, this mass is to be taken into account by calculation. |
| --- | --- |

1.8.1.2.

Vehicles of category N3 which are authorized to tow a trailer of category O4. If the maximum mass exceeds 26 tonnes, the test mass is limited to 26 tonnes or, in the case where the unladen mass exceeds 26 tonnes, this mass is to be taken into account by calculation.

| 1.8.1.3. | Certain vehicles subject to ADR (see Annex 5). |
| --- | --- |

1.8.1.3.

Certain vehicles subject to ADR (see Annex 5).

1.8.2.   Test conditions and performance requirements

| 1.8.2.1. | The performance of the endurance braking system shall be tested at the maximum mass of the vehicle or of the vehicle combination. |
| --- | --- |

1.8.2.1.

| 1.8.2.2. | Laden vehicles shall be tested in such a manner that the energy input is equivalent to that recorded in the same period of time with a laden vehicle driven at an average speed of 30 km/h on a 7 per cent down-gradient for a distance of 6 km. During the test, the service, secondary and parking braking systems shall not be engaged. The gear engaged shall be such that the speed of the engine does not exceed the maximum value prescribed by the manufacturer. An integrated endurance braking system may be used, provided that it is suitably phased such that the service braking system is not applied; this may be verified by checking that its brakes remain cold, as defined in paragraph 1.4.1.1 of this annex. |
| --- | --- |

1.8.2.2.

| 1.8.2.3. | For vehicles in which the energy is absorbed by the braking action of the engine alone, a tolerance of ± 5 km/h on the average speed shall be permitted, and the gear enabling the speed to be stabilized at a value closest to 30 km/h on a 7 per cent down-gradient shall be engaged. If the performance of the braking action of the engine alone is determined by measuring the deceleration, it shall be sufficient if the mean deceleration measured is at least 0,6 m/s2. |
| --- | --- |

1.8.2.3.

2.   PERFORMANCE OF BRAKING SYSTEMS OF VEHICLES OF CATEGORIES M2, M3 AND N

2.1.   Service braking system

| 2.1.1. | The service brakes of vehicles of categories M2, M3 and N shall be tested under the conditions shown in the following table: | Category | M2 | M3 | N1 | N2 | N3 |
| --- | --- | --- | --- | --- | --- | --- | --- |
| Type of test | 0-I | 0-I-II or IIA | 0-I | 0-I | 0-I-II |
| Type-0 test with engine disconnected | v | 60 km/h | 60 km/h | 80 km/h | 60 km/h | 60 km/h |
| s ≤ | |
| dm ≥ | 5,0 m/s2 |
| Type-0 test with engine connected | v = 0,80 vmax but not exceeding | 100 km/h | 90 km/h | 120 km/h | 100 km/h | 90 km/h |
| s ≤ | |
| dm ≥ | 4,0 m/s2 |
| | F≤ | 70 daN |

2.1.1.

Category

M2

M3

N1

N2

N3

Type of test

0-I

0-I-II or IIA

0-I

0-I

0-I-II

Type-0 test with engine disconnected

v

60 km/h

60 km/h

80 km/h

60 km/h

60 km/h

s ≤

Formula

dm ≥

5,0 m/s2

Type-0 test with engine connected

v = 0,80 vmax but not exceeding

100 km/h

90 km/h

120 km/h

100 km/h

90 km/h

s ≤

Formula

dm ≥

4,0 m/s2

F≤

70 daN

where:

| v | = | prescribed test speed, in km/h |
| --- | --- | --- |
| s | = | stopping distance, in metres, |
| dm | = | mean fully developed deceleration, in m/s2 |
| F | = | force applied to foot control, in daN |
| vmax | = | maximum speed of the vehicle, in km/h |

v

=

prescribed test speed, in km/h

s

=

stopping distance, in metres,

dm

=

mean fully developed deceleration, in m/s2

F

=

force applied to foot control, in daN

vmax

=

maximum speed of the vehicle, in km/h

| 2.1.2. | In the case of a power-driven vehicle authorized to tow an unbraked trailer, the minimum performance prescribed for the corresponding power-driven vehicle category (for the Type-0 test with engine disconnected) shall be attained with the unbraked trailer coupled to the power-driven vehicle and with the unbraked trailer laden to the maximum mass declared by the power-driven vehicle manufacturer.
  The combination performance shall be verified by calculations referring to the maximum braking performance actually achieved by the power-driven vehicle alone (laden) during the Type-0 test with the engine disconnected, using the following formula (no practical tests with a coupled unbraked trailer are required):





  where:







  dM+R | = | calculated mean fully developed deceleration of the power-driven vehicle when coupled to an unbraked trailer, in m/s2, |
| --- | --- | --- | --- |
| dM | = | maximum mean fully developed deceleration of the power-driven vehicle alone achieved during the Type-0 test with engine disconnected, in m/s2, |
| PM | = | mass of the power-driven vehicle (laden), |
| PR | = | maximum mass of an unbraked trailer which may be coupled, as declared by the power-driven vehicle manufacturer. |

2.1.2.

The combination performance shall be verified by calculations referring to the maximum braking performance actually achieved by the power-driven vehicle alone (laden) during the Type-0 test with the engine disconnected, using the following formula (no practical tests with a coupled unbraked trailer are required):

Formula

where:

dM+R

=

calculated mean fully developed deceleration of the power-driven vehicle when coupled to an unbraked trailer, in m/s2,

dM

=

maximum mean fully developed deceleration of the power-driven vehicle alone achieved during the Type-0 test with engine disconnected, in m/s2,

PM

=

mass of the power-driven vehicle (laden),

PR

=

maximum mass of an unbraked trailer which may be coupled, as declared by the power-driven vehicle manufacturer.

2.2.   Secondary braking system

| 2.2.1. | The secondary braking system, even if the control which actuates it is also used for other braking functions, shall give a stopping distance not exceeding the following values and a mean fully developed deceleration not less than the following values:






  Category M2, M3 | 0,15 v + (2v2/130) (the second term corresponds to a mean fully developed deceleration dm = 2,5 m/s2) |
| --- | --- | --- |
| Category N | 0,15 v + (2v2/115) (the second term corresponds to a mean fully developed deceleration dm = 2,2 m/s2) |

2.2.1.

Category M2, M3

0,15 v + (2v2/130) (the second term corresponds to a mean fully developed deceleration dm = 2,5 m/s2)

Category N

0,15 v + (2v2/115) (the second term corresponds to a mean fully developed deceleration dm = 2,2 m/s2)

| 2.2.2. | If the control is manual, the prescribed performance shall be obtained by applying to the control a force not exceeding 60 daN and the control shall be so placed that it can be easily and quickly grasped by the driver. |
| --- | --- |

2.2.2.

| 2.2.3. | If it is a foot control, the prescribed performance shall be obtained by applying to the control a force not exceeding 70 daN and the control shall be so placed that it can be easily and quickly actuated by the driver. |
| --- | --- |

2.2.3.

| 2.2.4. | The performance of the secondary braking system shall be checked by the Type-0 test with engine disconnected from the following initial speeds:







  M2: 60 km/h | M3: 60 km/h | |
| --- | --- | --- | --- |
| N1: 70 km/h | N2: 50 km/h | N3: 40 km/h |

2.2.4.

M2: 60 km/h

M3: 60 km/h

N1: 70 km/h

N2: 50 km/h

N3: 40 km/h

| 2.2.5. | The secondary braking effectiveness test shall be conducted by simulating the actual failure conditions in the service braking system. |
| --- | --- |

2.2.5.

| 2.2.6. | For vehicles employing electric regenerative braking systems, the braking performance shall additionally be checked under the two following failure conditions:






  2.2.6.1. | For a total failure of the electric component of the service braking output. |
| --- | --- | --- |

2.2.6.

2.2.6.1.

For a total failure of the electric component of the service braking output.

| 2.2.6.2. | In the case where the failure condition causes the electric component to deliver its maximum braking force. |
| --- | --- |

2.2.6.2.

In the case where the failure condition causes the electric component to deliver its maximum braking force.

2.3.   Parking braking system

| 2.3.1. | The parking braking system shall, even if it is combined with one of the other braking systems, be capable of holding the laden vehicle stationary on an 18 per cent up or down-gradient. |
| --- | --- |

2.3.1.

| 2.3.2. | On vehicles to which the coupling of a trailer is authorized, the parking braking system of the towing vehicle shall be capable of holding the combination of vehicles stationary on a 12 per cent up or down-gradient. |
| --- | --- |

2.3.2.

| 2.3.3. | If the control is manual, the force applied to it shall not exceed 60 daN. |
| --- | --- |

2.3.3.

| 2.3.4. | If it is a foot control, the force exerted on the control shall not exceed 70 daN. |
| --- | --- |

2.3.4.

| 2.3.5. | A parking braking system which has to be actuated several times before it attains the prescribed performance is admissible. |
| --- | --- |

2.3.5.

| 2.3.6. | To check compliance with the requirement specified in paragraph 5.2.1.2.4 of this Regulation, a Type-0 test shall be carried out with the engine disconnected at an initial test speed of 30 km/h. The mean fully developed deceleration on application of the control of the parking brake system and the deceleration immediately before the vehicle stops shall not be less than 1,5 m/s2. The test shall be carried out with the laden vehicle.
  The force exerted on the braking control device shall not exceed the specified values. |
| --- | --- |

2.3.6.

The force exerted on the braking control device shall not exceed the specified values.

2.4.   Residual braking after transmission failure

| 2.4.1. | The residual performance of the service braking system, in the event of failure in a part of its transmission, shall give a stopping distance not exceeding the following values and a mean fully developed deceleration not less than the following values, using a control force not exceeding 70 daN, when checked by the Type-0 test with the engine disconnected from the following initial speeds for the relevant vehicle category:

  Stopping distance (m) and mean fully developed deceleration (dm) [m/s2]











  Vehicle Category | V
  [km/h] | Stopping distance LADEN
  [m] | dm

  [m/s2] | Stopping distance UNLADEN
  [m] | dm

  [m/s2] |
| --- | --- | --- | --- | --- | --- | --- |
| M2 | 60 | 0,15v + (100/30) · (v2/130) | 1,5 | 0,15v + (100/25) · (v2/130) | 1,3 |
| M3 | 60 | 0,15v + (100/30) · (v2/130) | 1,5 | 0,15v + (100/30) · (v2/130) | 1,5 |
| N1 | 70 | 0,15v + (100/30) · (v2/115) | 1,3 | 0,15v + (100/25) · (v2/115) | 1,1 |
| N2 | 50 | 0,15v + (100/30) · (v2/115) | 1,3 | 0,15v + (100/25) · (v2/115) | 1,1 |
| N3 | 40 | 0,15v + (100/30) · (v2/115) | 1,3 | 0,15v + (100/30) · (v2/115) | 1,3 |

2.4.1.

Stopping distance (m) and mean fully developed deceleration (dm) [m/s2]

Vehicle Category

V

[km/h]

Stopping distance LADEN

[m]

dm

[m/s2]

Stopping distance UNLADEN

[m]

dm

[m/s2]

M2

60

0,15v + (100/30) · (v2/130)

1,5

0,15v + (100/25) · (v2/130)

1,3

M3

60

0,15v + (100/30) · (v2/130)

1,5

0,15v + (100/30) · (v2/130)

1,5

N1

70

0,15v + (100/30) · (v2/115)

1,3

0,15v + (100/25) · (v2/115)

1,1

N2

50

0,15v + (100/30) · (v2/115)

1,3

0,15v + (100/25) · (v2/115)

1,1

N3

40

0,15v + (100/30) · (v2/115)

1,3

0,15v + (100/30) · (v2/115)

1,3

| 2.4.2. | The residual braking effectiveness test shall be conducted by simulating the actual failure conditions in the service braking system. |
| --- | --- |

2.4.2.

3.   PERFORMANCE OF BRAKING SYSTEMS OF VEHICLES OF CATEGORY O

3.1.   Service braking system

| 3.1.1. | Provision relating to tests of vehicles of category O1:
  Where the provision of a service braking system is mandatory, the performance of the system shall meet the requirements laid down for vehicles of categories O2 and O3. |
| --- | --- |

3.1.1.

Where the provision of a service braking system is mandatory, the performance of the system shall meet the requirements laid down for vehicles of categories O2 and O3.

| 3.1.2. | Provisions relating to tests of vehicles of categories O2 and O3:






  3.1.2.1. | If the service braking system is of the continuous or semi-continuous type, the sum of the forces exerted on the periphery of the braked wheels shall be at least x per cent of the maximum stationary wheel load, x having the following values: | x [per cent] |
| --- | --- | --- | --- |
| full trailer, laden and unladen: | 50 |
| semi-trailer, laden and unladen: | 45 |
| centre-axle trailer, laden and unladen: | 50 |

3.1.2.

3.1.2.1.

If the service braking system is of the continuous or semi-continuous type, the sum of the forces exerted on the periphery of the braked wheels shall be at least x per cent of the maximum stationary wheel load, x having the following values:

x [per cent]

full trailer, laden and unladen:

50

semi-trailer, laden and unladen:

45

centre-axle trailer, laden and unladen:

50

| 3.1.2.2. | If the trailer is fitted with a compressed-air braking system, the pressure in the supply line shall not exceed 700 kPa during the brake test and the signal value in the control line shall not exceed the following values, depending on the installation:






  (a) | 650 kPa in the pneumatic control line; |
| --- | --- | --- |

3.1.2.2.

If the trailer is fitted with a compressed-air braking system, the pressure in the supply line shall not exceed 700 kPa during the brake test and the signal value in the control line shall not exceed the following values, depending on the installation:

(a)

650 kPa in the pneumatic control line;

| (b) | a digital demand value corresponding to 650 kPa (as defined in ISO 11992:2003 in the electric control line. |
| --- | --- |

(b)

a digital demand value corresponding to 650 kPa (as defined in ISO 11992:2003 in the electric control line.

The test speed is 60 km/h. A supplementary test at 40 km/h shall be carried out with the laden trailer for comparison with the Type-I test result.

| 3.1.2.3. | If the braking system is of the inertia type, it shall comply with the requirements of Annex 12 to this Regulation. |
| --- | --- |

3.1.2.3.

If the braking system is of the inertia type, it shall comply with the requirements of Annex 12 to this Regulation.

| 3.1.2.4. | In addition, the vehicles shall undergo the Type-I test. |
| --- | --- |

3.1.2.4.

In addition, the vehicles shall undergo the Type-I test.

| 3.1.2.5. | In the Type-I test of a semi-trailer, the mass braked by the latter's axle(s) shall correspond to the maximum axle load(s) (not including the king pin load). |
| --- | --- |

3.1.2.5.

In the Type-I test of a semi-trailer, the mass braked by the latter's axle(s) shall correspond to the maximum axle load(s) (not including the king pin load).

| 3.1.3. | Provisions relating to tests of vehicles of category O4:






  3.1.3.1. | If the service braking system is of the continuous or semi-continuous type, the sum of the forces exerted on the periphery of the braked wheels shall be at least x per cent of the maximum stationary wheel load, x having the following values: | x [per cent] |
| --- | --- | --- | --- |
| full trailer, laden and unladen: | 50 |
| semi-trailer, laden and unladen: | 45 |
| centre-axle trailer, laden and unladen: | 50 |

3.1.3.

3.1.3.1.

If the service braking system is of the continuous or semi-continuous type, the sum of the forces exerted on the periphery of the braked wheels shall be at least x per cent of the maximum stationary wheel load, x having the following values:

x [per cent]

full trailer, laden and unladen:

50

semi-trailer, laden and unladen:

45

centre-axle trailer, laden and unladen:

50

| 3.1.3.2. | If the trailer is fitted with a compressed air braking system, the pressure in the control line shall not exceed 650 kPa and the pressure in the supply line shall not exceed 700 kPa during the brake test. The test speed is 60 km/h. |
| --- | --- |

3.1.3.2.

If the trailer is fitted with a compressed air braking system, the pressure in the control line shall not exceed 650 kPa and the pressure in the supply line shall not exceed 700 kPa during the brake test. The test speed is 60 km/h.

| 3.1.3.3. | In addition, the vehicles shall undergo the Type-III test. |
| --- | --- |

3.1.3.3.

In addition, the vehicles shall undergo the Type-III test.

| 3.1.3.4. | In the Type-III test of a semi-trailer, the mass braked by the latter's axle(s) shall correspond to the maximum axle load(s). |
| --- | --- |

3.1.3.4.

In the Type-III test of a semi-trailer, the mass braked by the latter's axle(s) shall correspond to the maximum axle load(s).

3.2.   Parking braking system

| 3.2.1. | The parking braking system with which the trailer is equipped shall be capable of holding the laden trailer stationary, when separated from the towing vehicle, on an 18 per cent up or down-gradient. The force applied to the control device shall not exceed 60 daN. |
| --- | --- |

3.2.1.

3.3.   Automatic braking system

| 3.3.1. | The automatic braking performance in the event of a failure, as described in paragraph 5.2.1.18.3 of this Regulation, when testing the laden vehicle from a speed of 40 km/h, shall not be less than 13,5 per cent of the maximum stationary wheel load. Wheel-locking at performance levels above 13,5 per cent is permitted. |
| --- | --- |

3.3.1.

4.   RESPONSE TIME

4.1.   Where a vehicle is equipped with a service braking system which is totally or partially dependent on a source of energy other than the muscular effort of the driver, the following requirements shall be satisfied:

| 4.1.1. | In an emergency manoeuvre, the time elapsing between the moment when the control device begins to be actuated and the moment when the braking force on the least favourably placed axle reaches the level corresponding to the prescribed performance shall not exceed 0,6 seconds. |
| --- | --- |

4.1.1.

In an emergency manoeuvre, the time elapsing between the moment when the control device begins to be actuated and the moment when the braking force on the least favourably placed axle reaches the level corresponding to the prescribed performance shall not exceed 0,6 seconds.

| 4.1.2. | In the case of vehicles fitted with compressed-air braking systems, the requirements of paragraph 4.1.1 above are considered to be satisfied if the vehicle complies with the provisions of Annex 6 to this Regulation. |
| --- | --- |

4.1.2.

In the case of vehicles fitted with compressed-air braking systems, the requirements of paragraph 4.1.1 above are considered to be satisfied if the vehicle complies with the provisions of Annex 6 to this Regulation.

| 4.1.3. | In the case of vehicles fitted with hydraulic braking systems, the requirements of paragraph 4.1.1 above are considered to be satisfied if, in an emergency manoeuvre, the deceleration of the vehicle or the pressure at the least favourable brake cylinder, reaches a level corresponding to the prescribed performance within 0,6 seconds. |
| --- | --- |

4.1.3.

In the case of vehicles fitted with hydraulic braking systems, the requirements of paragraph 4.1.1 above are considered to be satisfied if, in an emergency manoeuvre, the deceleration of the vehicle or the pressure at the least favourable brake cylinder, reaches a level corresponding to the prescribed performance within 0,6 seconds.

---

(1)  Wheel-locking is permitted where specifically mentioned.

(2)  The manufacturer shall provide the Technical Service with the family of braking curves permitted by the automatic control strategy employed. These curves may be verified by the Technical Service.

(3)  By agreement with the Technical Service, state of charge assessment will not be required for vehicles, which have an on-board energy source for charging the traction batteries and the means for regulating their state of charge.

APPENDIX

PROCEDURE FOR MONITORING THE STATE OF BATTERY CHARGE

This procedure is applicable to vehicle batteries used for traction and regenerative braking.

The procedure requires the use of a bi-directional DC Watt-hour meter.

1.   PROCEDURE

| 1.1. | If the batteries are new or have been subject to extended storage, they shall be cycled as recommended by the manufacturer. A minimum 8-hour soak period at ambient temperature shall be allowed after completion of cycling. |
| --- | --- |

1.1.

| 1.2. | A full charge shall be established using the manufacturer’s recommended charging procedure. |
| --- | --- |

1.2.

| 1.3. | When the braking tests of paragraphs 1.2.11, 1.4.1.2.2, 1.5.1.6, and 1.5.3.1.3 of Annex 4 are conducted the watt-hours consumed by the traction motors and supplied by the regenerative braking system shall be recorded as a running total which shall then be used to determine the state of charge existing at the beginning or end of a particular test. |
| --- | --- |

1.3.

| 1.4. | To replicate a level of state of charge in the batteries for comparative tests, such as those of paragraph 1.5.3.1.3, the batteries shall be either recharged to that level or charged to above that level and discharged into a fixed load at approximately constant power until the required state of charge is reached. Alternatively, for vehicles with battery powered electric traction only, the state of charge may be adjusted by running the vehicle. Tests conducted with a battery partially charged at their start shall be commenced as soon as possible after the desired state of charge has been reached. |
| --- | --- |

1.4.

---

ANNEX 5

Additional provisions applicable to certain vehicles as specified in the ADR

1.   SCOPE

This annex applies to certain vehicles which are subject to section 9.2.3 of Annex B to the European Agreement concerning the International Carriage of Dangerous Goods by Road (ADR).

2.   REQUIREMENTS

2.1.   General provisions

Power-driven vehicles and trailers intended for use as transport units for dangerous goods shall fulfil all relevant technical requirements of this Regulation. In addition, the following technical provisions shall apply as appropriate.

2.2.   Anti-lock braking system of trailers

| 2.2.1. | Trailers of category O4 shall be equipped with category A anti-lock systems as defined in Annex 13 of this Regulation. |
| --- | --- |

2.2.1.

2.3.   Endurance braking system

| 2.3.1. | Power-driven vehicles having a maximum mass exceeding 16 tonnes, or authorized to tow a trailer of category O4 shall be fitted with an endurance braking system according to paragraph 2.15 of this Regulation which complies with the following requirements:






  2.3.1.1. | The endurance braking control configurations shall be from a type described in paragraphs 2.15.2.1 to 2.15.2.3 of this Regulation. |
| --- | --- | --- |

2.3.1.

2.3.1.1.

The endurance braking control configurations shall be from a type described in paragraphs 2.15.2.1 to 2.15.2.3 of this Regulation.

| 2.3.1.2. | In the case of an electrical failure of the anti-lock system, integrated or combined endurance braking systems shall be switched off automatically. |
| --- | --- |

2.3.1.2.

In the case of an electrical failure of the anti-lock system, integrated or combined endurance braking systems shall be switched off automatically.

| 2.3.1.3. | The effectiveness of the endurance braking system shall be controlled by the anti-lock braking system such that the axle(s) braked by the endurance braking system cannot be locked by that system at speeds above 15 km/h. However, this requirement shall not apply to that part of the braking system constituted by the natural engine braking. |
| --- | --- |

2.3.1.3.

The effectiveness of the endurance braking system shall be controlled by the anti-lock braking system such that the axle(s) braked by the endurance braking system cannot be locked by that system at speeds above 15 km/h. However, this requirement shall not apply to that part of the braking system constituted by the natural engine braking.

| 2.3.1.4. | The endurance braking system shall comprise several stages of effectiveness, including a low stage appropriate for the unladen condition. Where the endurance braking system of a power-driven vehicle is constituted by its engine, the different gear ratios shall be considered to provide the different stages of effectiveness. |
| --- | --- |

2.3.1.4.

The endurance braking system shall comprise several stages of effectiveness, including a low stage appropriate for the unladen condition. Where the endurance braking system of a power-driven vehicle is constituted by its engine, the different gear ratios shall be considered to provide the different stages of effectiveness.

| 2.3.1.5. | The performance of the endurance braking system shall be such that it fulfils the requirements of paragraph 1.8 of Annex 4 to this Regulation (Type-II A test), with a laden vehicle mass comprising the laden mass of the motor vehicle and its authorized maximum towed mass but not exceeding a total of 44 tonnes. |
| --- | --- |

2.3.1.5.

The performance of the endurance braking system shall be such that it fulfils the requirements of paragraph 1.8 of Annex 4 to this Regulation (Type-II A test), with a laden vehicle mass comprising the laden mass of the motor vehicle and its authorized maximum towed mass but not exceeding a total of 44 tonnes.

| 2.3.2. | If a trailer is equipped with an endurance braking system it shall fulfil the requirements of paragraphs 2.3.1.1 to 2.3.1.4 above as appropriate. |
| --- | --- |

2.3.2.

2.4.   Braking requirements for EX/III vehicles of categories O1 and O2

| 2.4.1. | Notwithstanding the provisions of paragraph 5.2.2.9 of this Regulation, EX/III vehicles, as defined in Regulation No 105, of categories O1 and O2, irrespective of their mass, shall be equipped with a braking system which automatically brakes the trailer to a stop if the coupling device separates while the trailer is in motion. |
| --- | --- |

2.4.1.

---

ANNEX 6

Method of measuring the response time on vehicles equipped with compressed-air braking systems

1.   GENERAL

| 1.1. | The response times of the service braking system shall be determined on the stationary vehicle, the pressure being measured at the intake to the cylinder of the least favourably placed brake. In the case of vehicles fitted with combined compressed-air/hydraulic braking systems, the pressure may be measured at the opening of the least favourably placed pneumatic unit. For vehicles equipped with load sensing valves, these devices shall be set in the ‘laden’ position. |
| --- | --- |

1.1.

| 1.2. | During the test, the stroke of the brake cylinders of the various axles shall be that required for brakes adjusted as closely as possible. |
| --- | --- |

1.2.

| 1.3. | The response times determined in accordance with the provisions of this annex shall be rounded to the nearest tenth of a second. If the figure representing the hundredth is five or more, the response time shall be rounded up to the next higher tenth. |
| --- | --- |

1.3.

2.   POWER-DRIVEN VEHICLES

| 2.1. | At the beginning of each test, the pressure in the energy storage device shall be equal to the pressure at which the governor restores the feed to the system. In systems not equipped with a governor (e.g., pressure-limited compressors) the pressure in the energy storage device at the beginning of each test shall be 90 per cent of the pressure specified by the manufacturer and defined in paragraph 1.2.2.1 of Part A of Annex 7 to this Regulation, used for the tests prescribed in this annex. |
| --- | --- |

2.1.

| 2.2. | The response times as a function of the actuating time (tf) shall be obtained by a succession of full actuations, beginning with the shortest possible actuating time and increasing to a time of about 0,4 seconds. The measured values shall be plotted on a graph. |
| --- | --- |

2.2.

| 2.3. | The response time to be taken into consideration for the purpose of the test is that corresponding to an actuating time of 0,2 seconds. This response time can be obtained from the graph by interpolation. |
| --- | --- |

2.3.

| 2.4. | For an actuating time of 0,2 seconds, the time elapsing from the initiation of the braking system control actuation to the moment when the pressure in the brake cylinder reaches 75 per cent of its asymptotic value shall not exceed 0,6 seconds. |
| --- | --- |

2.4.

| 2.5. | In the case of power-driven vehicles having a pneumatic control line for trailers, in addition to the requirements of paragraph 1.1 of this annex, the response time shall be measured at the extremity of a pipe 2,5 m long with an internal diameter of 13 mm which shall be joined to the coupling head of the control line of the service braking system. During this test, a volume of 385 ± 5 cm3 (which is deemed to be equivalent to the volume of a pipe 2,5 m long with an internal diameter of 13 mm and under a pressure of 650 kPa) shall be connected to the coupling head of the supply line. Tractors for semi-trailers shall be equipped with flexible pipes for making the connection to semi-trailers. The coupling heads will, therefore, be at the extremity of those flexible pipes. The length and internal diameter of the pipes shall be entered at item 14.7.3 of the form conforming to the model in Annex 2 to this Regulation. |
| --- | --- |

2.5.

| 2.6. | The time elapsing from the initiation of brake-pedal actuation to the moment when






  (a) | the pressure measured at the coupling head of the pneumatic control line, |
| --- | --- | --- |

2.6.

(a)

the pressure measured at the coupling head of the pneumatic control line,

| (b) | the digital demand value in the electric control line measured according to ISO 11992:2003 |
| --- | --- |

(b)

the digital demand value in the electric control line measured according to ISO 11992:2003

reaches x per cent of its asymptotic, respectively final, value shall not exceed the times shown in the table below:

| x [per cent] | t [s] |
| --- | --- |
| 10 | 0,2 |
| 75 | 0,4 |

x [per cent]

t [s]

10

0,2

75

0,4

| 2.7. | In the case of power-driven vehicles authorized to tow trailers of category O3 or O4 fitted with compressed-air braking systems, in addition to the above-mentioned requirements, the prescriptions in paragraph 5.2.1.18.4.1 of this Regulation shall be verified by conducting the following test:






  (a) | by measuring the pressure at the extremity of a pipe 2,5 m long with an internal diameter of 13 mm which shall be joined to the coupling head of the supply line; |
| --- | --- | --- |

2.7.

(a)

by measuring the pressure at the extremity of a pipe 2,5 m long with an internal diameter of 13 mm which shall be joined to the coupling head of the supply line;

| (b) | by simulating a failure of the control line at the coupling head; |
| --- | --- |

(b)

by simulating a failure of the control line at the coupling head;

| (c) | by actuating the service braking control device in 0,2 seconds, as described in paragraph 2.3 above. |
| --- | --- |

(c)

by actuating the service braking control device in 0,2 seconds, as described in paragraph 2.3 above.

3.   TRAILERS

3.1.   The trailer's response times shall be measured without the power-driven vehicle. To replace the power-driven vehicle, it is necessary to provide a simulator to which the coupling heads of the supply line, the pneumatic control line and/or the connector of the electric control line are connected.

3.2.   The pressure in the supply line shall be 650 kPa.

3.3.   The simulator for pneumatic control lines shall have the following characteristics:

| 3.3.1. | It shall have a reservoir with a capacity of 30 litres which shall be charged to a pressure of 650 kPa before each test and which shall not be recharged during each test. At the outlet of the braking control device, the simulator shall incorporate an orifice with a diameter of from 4,0 to 4,3 mm inclusive. The volume of the pipe measured from the orifice up to and including the coupling head shall be 385 ± 5 cm3 (which is deemed to be equivalent to the volume of a pipe 2,5 m long with an internal diameter of 13 mm and under a pressure of 650 kPa). The control line pressures referred to in paragraph 3.3.3 of this annex shall be measured immediately downstream of the orifice. |
| --- | --- |

3.3.1.

It shall have a reservoir with a capacity of 30 litres which shall be charged to a pressure of 650 kPa before each test and which shall not be recharged during each test. At the outlet of the braking control device, the simulator shall incorporate an orifice with a diameter of from 4,0 to 4,3 mm inclusive. The volume of the pipe measured from the orifice up to and including the coupling head shall be 385 ± 5 cm3 (which is deemed to be equivalent to the volume of a pipe 2,5 m long with an internal diameter of 13 mm and under a pressure of 650 kPa). The control line pressures referred to in paragraph 3.3.3 of this annex shall be measured immediately downstream of the orifice.

| 3.3.2. | The braking system control shall be so designed that its performance in use is not affected by the tester. |
| --- | --- |

3.3.2.

The braking system control shall be so designed that its performance in use is not affected by the tester.

| 3.3.3. | The simulator shall be set, e.g. through the choice of orifice in accordance with paragraph 3.3.1 of this annex in such a way that, if a reservoir of 385 ± 5 cm3 is joined to it, the time taken for the pressure to increase from 65 to 490 kPa (10 and 75 per cent respectively of the nominal pressure of 650 kPa) shall be 0,2 ± 0,01 seconds. If a reservoir of 1 155 ± 15 cm3 is substituted for the above-mentioned reservoir, the time taken for the pressure to increase from 65 to 490 kPa without further adjustment shall be 0,38 ± 0,02 seconds. Between these two pressure values, the pressure shall increase in an approximately linear way. These reservoirs shall be connected to the coupling head without using flexible pipes and the connection shall have an internal diameter of not less than 10 mm. |
| --- | --- |

3.3.3.

The simulator shall be set, e.g. through the choice of orifice in accordance with paragraph 3.3.1 of this annex in such a way that, if a reservoir of 385 ± 5 cm3 is joined to it, the time taken for the pressure to increase from 65 to 490 kPa (10 and 75 per cent respectively of the nominal pressure of 650 kPa) shall be 0,2 ± 0,01 seconds. If a reservoir of 1 155 ± 15 cm3 is substituted for the above-mentioned reservoir, the time taken for the pressure to increase from 65 to 490 kPa without further adjustment shall be 0,38 ± 0,02 seconds. Between these two pressure values, the pressure shall increase in an approximately linear way. These reservoirs shall be connected to the coupling head without using flexible pipes and the connection shall have an internal diameter of not less than 10 mm.

| 3.3.4. | The diagrams in the appendix to this annex give an example of the correct configuration of the simulator for setting and use. |
| --- | --- |

3.3.4.

The diagrams in the appendix to this annex give an example of the correct configuration of the simulator for setting and use.

3.4.   The simulator for checking the response to signals transmitted via the electric control line shall have the following characteristics:

| 3.4.1. | The simulator shall produce a digital demand signal in the electric control line according to ISO 11992-2:2003 and shall provide the appropriate information to the trailer via pins 6 and 7 of the ISO 7638:1997 connector. For the purpose of response time measurement the simulator may at the manufacturer's request transmit to the trailer information that no pneumatic control line is present and that the electric control line demand signal is generated from two independent circuits (see paragraphs 6.4.2.2.24 and 6.4.2.2.25 of ISO 11992-2:2003). |
| --- | --- |

3.4.1.

The simulator shall produce a digital demand signal in the electric control line according to ISO 11992-2:2003 and shall provide the appropriate information to the trailer via pins 6 and 7 of the ISO 7638:1997 connector. For the purpose of response time measurement the simulator may at the manufacturer's request transmit to the trailer information that no pneumatic control line is present and that the electric control line demand signal is generated from two independent circuits (see paragraphs 6.4.2.2.24 and 6.4.2.2.25 of ISO 11992-2:2003).

| 3.4.2. | The braking system control shall be so designed that its performance in use is not affected by the tester. |
| --- | --- |

3.4.2.

The braking system control shall be so designed that its performance in use is not affected by the tester.

| 3.4.3. | For the purpose of response time measurement the signal produced by the electric simulator shall be equivalent to a linear pneumatic pressure increase from 0,0 to 650 kPa in 0,2 ± 0,01 seconds. |
| --- | --- |

3.4.3.

For the purpose of response time measurement the signal produced by the electric simulator shall be equivalent to a linear pneumatic pressure increase from 0,0 to 650 kPa in 0,2 ± 0,01 seconds.

| 3.4.4. | The diagrams in the appendix to this annex give an example of the correct configuration of the simulator for setting and use. |
| --- | --- |

3.4.4.

The diagrams in the appendix to this annex give an example of the correct configuration of the simulator for setting and use.

3.5.   Performance requirements

| 3.5.1. | For trailers with a pneumatic control line the time elapsing between the moment when the pressure produced in the control line by the simulator reaches 65 kPa and the moment when the pressure in the brake actuator of the trailer reaches 75 per cent of its asymptotic value shall not exceed 0,4 seconds. |
| --- | --- |

3.5.1.

| 3.5.1.1. | Trailers equipped with a pneumatic control line and having electric control transmission shall be checked with the electrical power supplied to the trailer via the ISO 7638:1997 connector (5 or 7 pin). |
| --- | --- |

3.5.1.1.

| 3.5.2. | For trailers with an electric control line the time elapsing between the moment when the signal produced by the simulator exceeds the equivalent of 65 kPa and the moment when the pressure in the brake actuator of the trailer reaches 75 per cent of its asymptotic value shall not exceed 0,4 seconds. |
| --- | --- |

3.5.2.

| 3.5.3. | In the case of trailers equipped with a pneumatic and an electric control line, the response time measurement for each control line shall be determined independently according to the relevant procedure defined above. |
| --- | --- |

3.5.3.

APPENDIX

EXAMPLES OF SIMULATOR

(see Annex 6, paragraph 3)

| 1. | Setting the Simulator |
| --- | --- |

1.

Image 10

| 2. | Testing the Trailer |
| --- | --- |

2.

Image 11

| 3. | Example of a simulator for electric control lines |
| --- | --- |

3.

Image 12

---

ANNEX 7

Provisions relating to energy sources and energy storage devices (energy accumulators)

A.   COMPRESSED-AIR BRAKING SYSTEMS

1.   CAPACITY OF ENERGY STORAGE DEVICES (ENERGY RESERVOIRS)

1.1.   General

| 1.1.1. | Vehicles on which the operation of the braking system requires the use of compressed-air shall be equipped with energy storage devices (energy reservoirs) of a capacity meeting the requirements of paragraphs 1.2 and 1.3 of this annex (Part A). |
| --- | --- |

1.1.1.

| 1.1.2. | It shall be possible to easily identify the reservoirs of the different circuits. |
| --- | --- |

1.1.2.

| 1.1.3. | 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 to achieve a braking performance at least equal to that prescribed for the secondary braking system. |
| --- | --- |

1.1.3.

| 1.1.4. | In verifying compliance with the requirements of paragraphs 1.2 and 1.3 of this annex, the brakes shall be adjusted as closely as possible. |
| --- | --- |

1.1.4.

1.2.   Power-driven vehicles

| 1.2.1. | 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 the pressure remaining in the energy storage device(s) shall be not less than the pressure required to obtain the specified secondary braking performance. |
| --- | --- |

1.2.1.

| 1.2.2. | Testing shall be performed in conformity with the following requirements:






  1.2.2.1. | the initial energy level in the energy storage device(s) shall be that specified by the manufacturer (1). It shall be such as to enable the prescribed performance of the service braking system to be achieved; |
| --- | --- | --- |

1.2.2.

1.2.2.1.

the initial energy level in the energy storage device(s) shall be that specified by the manufacturer (1). It shall be such as to enable the prescribed performance of the service braking system to be achieved;

| 1.2.2.2. | the energy storage device(s) shall not be fed; in addition, any energy storage device(s) for auxiliary equipment shall be isolated; |
| --- | --- |

1.2.2.2.

the energy storage device(s) shall not be fed; in addition, any energy storage device(s) for auxiliary equipment shall be isolated;

| 1.2.2.3. | In the case of power-driven vehicle to which the coupling of a trailer is authorized and with a pneumatic control line, the supply line shall be stopped and a compressed-air reservoir of 0,5 litre capacity shall be connected directly to the coupling head of the pneumatic control line. Before each braking operation, the pressure in this compressed-air reservoir shall be completely eliminated. After the test referred to in paragraph 1.2.1 above, the energy level supplied to the pneumatic control line shall not fall below a level equivalent to one-half the figure obtained at the first brake application. |
| --- | --- |

1.2.2.3.

In the case of power-driven vehicle to which the coupling of a trailer is authorized and with a pneumatic control line, the supply line shall be stopped and a compressed-air reservoir of 0,5 litre capacity shall be connected directly to the coupling head of the pneumatic control line. Before each braking operation, the pressure in this compressed-air reservoir shall be completely eliminated. After the test referred to in paragraph 1.2.1 above, the energy level supplied to the pneumatic control line shall not fall below a level equivalent to one-half the figure obtained at the first brake application.

1.3.   Trailers

| 1.3.1. | The energy storage devices (energy reservoirs) with which trailers are equipped shall be such that, after eight full-stroke actuations of the towing vehicle'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 trailer. |
| --- | --- |

1.3.1.

| 1.3.2. | Testing shall be performed in conformity with the following requirements:






  1.3.2.1. | the pressure in the energy storage devices at the beginning of each test shall be 850 kPa; |
| --- | --- | --- |

1.3.2.

1.3.2.1.

the pressure in the energy storage devices at the beginning of each test shall be 850 kPa;

| 1.3.2.2. | the supply line shall be stopped; in addition, any energy storage device(s) for auxiliary equipment shall be isolated; |
| --- | --- |

1.3.2.2.

the supply line shall be stopped; in addition, any energy storage device(s) for auxiliary equipment shall be isolated;

| 1.3.2.3. | the energy storage devices shall not be replenished during the test; |
| --- | --- |

1.3.2.3.

the energy storage devices shall not be replenished during the test;

| 1.3.2.4. | at each brake application, the pressure in the pneumatic control line shall be 750 kPa; |
| --- | --- |

1.3.2.4.

at each brake application, the pressure in the pneumatic control line shall be 750 kPa;

| 1.3.2.5. | at each brake application, the digital demand value in the electric control line shall be corresponding to a pressure of 750 kPa. |
| --- | --- |

1.3.2.5.

at each brake application, the digital demand value in the electric control line shall be corresponding to a pressure of 750 kPa.

2.   CAPACITY OF ENERGY SOURCES

2.1.   General

The compressors shall meet the requirements set forth in the following paragraphs.

2.2.   Definitions

| 2.2.1. | ‘p1’ is the pressure corresponding to 65 per cent of the pressure p2 defined in paragraph 2.2.2 below. |
| --- | --- |

2.2.1.

| 2.2.2. | ‘p2’ is the value specified by the manufacturer and referred to in paragraph 1.2.2.1 above. |
| --- | --- |

2.2.2.

| 2.2.3. | ‘t1’ is the time required for the relative pressure to rise from 0 to p1, and ‘t2’ is the time required for the relative pressure to rise from 0 to p2. |
| --- | --- |

2.2.3.

2.3.   Conditions of measurement

| 2.3.1. | In all cases, the speed of the compressor shall be that obtained when the engine is running at the speed corresponding to its maximum power or at the speed allowed by the governor. |
| --- | --- |

2.3.1.

| 2.3.2. | During the tests to determine the time t1 and the time t2, the energy storage device(s) for auxiliary equipment shall be isolated. |
| --- | --- |

2.3.2.

| 2.3.3. | If it is intended to attach a trailer to a power-driven vehicle, the trailer shall be represented by an energy storage device whose maximum relative pressure p (expressed in kPa/100) is that which can be supplied through the towing vehicle's supply circuit and whose volume V, expressed in litres, is given by the formula p × V = 20 R (R being the permissible maximum mass, in tonnes, on the axles of the trailer). |
| --- | --- |

2.3.3.

2.4.   Interpretation of results

| 2.4.1. | The time t1 recorded for the least-favoured energy storage device shall not exceed:






  2.4.1.1. | 3 minutes in the case of vehicles to which the coupling of a trailer is not authorized; or |
| --- | --- | --- |

2.4.1.

2.4.1.1.

3 minutes in the case of vehicles to which the coupling of a trailer is not authorized; or

| 2.4.1.2. | 6 minutes in the case of vehicles to which the coupling of a trailer is authorized. |
| --- | --- |

2.4.1.2.

6 minutes in the case of vehicles to which the coupling of a trailer is authorized.

| 2.4.2. | The time t2 recorded for the least-favoured energy storage device shall not exceed:






  2.4.2.1. | 6 minutes in the case of vehicles to which the coupling of a trailer is not authorized; or |
| --- | --- | --- |

2.4.2.

2.4.2.1.

6 minutes in the case of vehicles to which the coupling of a trailer is not authorized; or

| 2.4.2.2. | 9 minutes in the case of vehicles to which the coupling of a trailer is authorized. |
| --- | --- |

2.4.2.2.

9 minutes in the case of vehicles to which the coupling of a trailer is authorized.

2.5.   Additional test

| 2.5.1. | If the power-driven vehicle is equipped with one or more energy storage devices for auxiliary equipment having a total capacity exceeding 20 per cent of the total capacity of the braking energy storage devices, an additional test shall be performed during which no irregularity shall occur in the operation of the valves controlling the filling of the energy storage device(s) for auxiliary equipment. |
| --- | --- |

2.5.1.

| 2.5.2. | It shall be verified during the aforesaid test that the time t3 necessary to raise the pressure from 0 to p2 in the least-favoured braking energy storage device is less than:






  2.5.2.1. | 8 minutes in the case of vehicles to which the coupling of a trailer is not authorized; or |
| --- | --- | --- |

2.5.2.

2.5.2.1.

8 minutes in the case of vehicles to which the coupling of a trailer is not authorized; or

| 2.5.2.2. | 11 minutes in the case of vehicles to which the coupling of a trailer is authorized. |
| --- | --- |

2.5.2.2.

11 minutes in the case of vehicles to which the coupling of a trailer is authorized.

| 2.5.3. | The test shall be performed in the conditions prescribed in paragraphs 2.3.1 and 2.3.3 above. |
| --- | --- |

2.5.3.

2.6.   Towing vehicles

| 2.6.1. | Power-driven vehicles to which the coupling of a trailer is authorized shall also comply with the above requirements for vehicles not so authorized. In that case, the tests in paragraphs 2.4.1 and 2.4.2 (and 2.5.2) of this annex will be conducted without the energy storage device mentioned in paragraph 2.3.3 above. |
| --- | --- |

2.6.1.

B.   VACUUM BRAKING SYSTEMS

1.   CAPACITY OF ENERGY STORAGE DEVICES (ENERGY RESERVOIRS)

1.1.   General

| 1.1.1. | Vehicles on which operation of the braking system requires the use of a vacuum shall be equipped with energy storage devices (energy reservoirs) of a capacity meeting the requirements of paragraphs 1.2 and 1.3 of this annex (Part B). |
| --- | --- |

1.1.1.

| 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 to achieve a braking performance at least equal to that prescribed for the secondary braking system. |
| --- | --- |

1.1.2.

| 1.1.3. | In verifying compliance with the requirements of paragraphs 1.2 and 1.3 of this annex, the brakes shall be adjusted as closely as possible. |
| --- | --- |

1.1.3.

1.2.   Power-driven vehicles

| 1.2.1. | The energy storage devices (energy reservoirs) of power-driven vehicles shall be such that it is still possible to achieve the performance prescribed for the secondary braking system:






  1.2.1.1. | after eight full-stroke actuations of the service braking system control where the energy source is a vacuum pump; and |
| --- | --- | --- |

1.2.1.

1.2.1.1.

after eight full-stroke actuations of the service braking system control where the energy source is a vacuum pump; and

| 1.2.1.2. | after four full-stroke actuations of the service brake control where the energy source is the engine. |
| --- | --- |

1.2.1.2.

after four full-stroke actuations of the service brake control where the energy source is the engine.

| 1.2.2. | Testing shall be performed in conformity with the following requirements:






  1.2.2.1. | the initial energy level in the energy storage device(s) shall be that specified by the manufacturer (2). It shall be such as to enable the prescribed performance of the service braking system to be achieved and shall correspond to a vacuum not exceeding 90 per cent of the maximum vacuum furnished by the energy source; |
| --- | --- | --- |

1.2.2.

1.2.2.1.

the initial energy level in the energy storage device(s) shall be that specified by the manufacturer (2). It shall be such as to enable the prescribed performance of the service braking system to be achieved and shall correspond to a vacuum not exceeding 90 per cent of the maximum vacuum furnished by the energy source;

| 1.2.2.2. | the energy storage device(s) shall not be fed; in addition any energy storage device(s) for auxiliary equipment shall be isolated; |
| --- | --- |

1.2.2.2.

the energy storage device(s) shall not be fed; in addition any energy storage device(s) for auxiliary equipment shall be isolated;

| 1.2.2.3. | in the case of a power-driven vehicle authorized to tow a trailer, the supply line shall be stopped and an energy storage device of 0,5 litre capacity shall be connected to the control line. After the test referred to in paragraph 1.2.1 above, the vacuum level provided at the control line shall not have fallen below a level equivalent to one-half of the figure obtained at the first brake application. |
| --- | --- |

1.2.2.3.

in the case of a power-driven vehicle authorized to tow a trailer, the supply line shall be stopped and an energy storage device of 0,5 litre capacity shall be connected to the control line. After the test referred to in paragraph 1.2.1 above, the vacuum level provided at the control line shall not have fallen below a level equivalent to one-half of the figure obtained at the first brake application.

1.3.   Trailers (categories O1 and O2 only)

| 1.3.1. | The energy storage devices (energy reservoirs) with which trailers are equipped shall be such that the vacuum level provided at the user points shall not have fallen below a level equivalent to one-half of the value obtained at the first brake application after a test comprising four full-stroke actuations of the trailer's service braking system. |
| --- | --- |

1.3.1.

| 1.3.2. | Testing shall be performed in conformity with the following requirements:






  1.3.2.1. | the initial energy level in the energy storage device(s) shall be that specified by the manufacturer (2). It shall be such as to enable the prescribed performance of the service braking system to be achieved; |
| --- | --- | --- |

1.3.2.

1.3.2.1.

the initial energy level in the energy storage device(s) shall be that specified by the manufacturer (2). It shall be such as to enable the prescribed performance of the service braking system to be achieved;

| 1.3.2.2. | the energy storage device(s) shall not be fed; in addition, any energy storage device(s) for auxiliary equipment shall be isolated. |
| --- | --- |

1.3.2.2.

the energy storage device(s) shall not be fed; in addition, any energy storage device(s) for auxiliary equipment shall be isolated.

2.   CAPACITY OF ENERGY SOURCES

2.1.   General

| 2.1.1. | Starting from the ambient atmospheric pressure, the energy source shall be capable of achieving in the energy storage device(s), in 3 minutes, the initial level specified in paragraph 1.2.2.1 above. In the case of a power-driven vehicle to which the coupling of a trailer is authorized, the time taken to achieve that level in the conditions specified in paragraph 2.2 below shall not exceed 6 minutes. |
| --- | --- |

2.1.1.

2.2.   Conditions of measurement

| 2.2.1. | The speed of the vacuum source shall be:






  2.2.1.1. | where the vacuum source is the vehicle engine, the engine speed obtained with the vehicle stationary, the neutral gear engaged and the engine idling; |
| --- | --- | --- |

2.2.1.

2.2.1.1.

where the vacuum source is the vehicle engine, the engine speed obtained with the vehicle stationary, the neutral gear engaged and the engine idling;

| 2.2.1.2. | where the vacuum source is a pump, the speed obtained with the engine running at 65 per cent of the speed corresponding to its maximum power output; and |
| --- | --- |

2.2.1.2.

where the vacuum source is a pump, the speed obtained with the engine running at 65 per cent of the speed corresponding to its maximum power output; and

| 2.2.1.3. | where the vacuum source is a pump and the engine is equipped with a governor, the speed obtained with the engine running at 65 per cent of the maximum speed allowed by the governor. |
| --- | --- |

2.2.1.3.

where the vacuum source is a pump and the engine is equipped with a governor, the speed obtained with the engine running at 65 per cent of the maximum speed allowed by the governor.

| 2.2.2. | Where it is intended to couple to the power-driven vehicle, a trailer whose service braking system is vacuum-operated, the trailer 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 tonnes, on the axles of the trailer. |
| --- | --- |

2.2.2.

C.   HYDRAULIC BRAKING SYSTEMS WITH STORED ENERGY

1.   CAPACITY OF ENERGY STORAGE DEVICES (ENERGY ACCUMULATORS)

1.1.   General

| 1.1.1. | Vehicles on which operation of the braking system requires the use of stored energy provided by hydraulic fluid under pressure shall be equipped with energy storage devices (energy accumulators) of a capacity meeting the requirements of paragraph 1.2 of this annex (Part C). |
| --- | --- |

1.1.1.

| 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 to achieve a braking performance at least equal to that prescribed for the secondary braking system. |
| --- | --- |

1.1.2.

| 1.1.3. | In verifying compliance with the requirements of paragraphs 1.2.1, 1.2.2 and 2.1 of this annex, the brakes shall be adjusted as closely as possible and, for paragraph 1.2.1, the rate of full-stroke actuations shall be such as to provide an interval of at least 60 seconds between each actuation. |
| --- | --- |

1.1.3.

1.2.   Power-driven vehicles

| 1.2.1. | Power-driven vehicles equipped with a hydraulic braking system with stored energy shall meet the following requirements:






  1.2.1.1. | After eight full-stroke actuations of the service braking system control, it shall still be possible to achieve, on the ninth application, the performance prescribed for the secondary braking system. |
| --- | --- | --- |

1.2.1.

1.2.1.1.

After eight full-stroke actuations of the service braking system control, it shall still be possible to achieve, on the ninth application, the performance prescribed for the secondary braking system.

| 1.2.1.2. | Testing shall be performed in conformity with the following requirements:






  1.2.1.2.1. | testing shall commence at a pressure that may be specified by the manufacturer but is not higher than the cut-in pressure; |
| --- | --- | --- |

1.2.1.2.

Testing shall be performed in conformity with the following requirements:

1.2.1.2.1.

testing shall commence at a pressure that may be specified by the manufacturer but is not higher than the cut-in pressure;

| 1.2.1.2.2. | the energy storage device(s) shall not be fed; in addition, any energy storage device(s) for auxiliary equipment shall be isolated. |
| --- | --- |

1.2.1.2.2.

the energy storage device(s) shall not be fed; in addition, any energy storage device(s) for auxiliary equipment shall be isolated.

| 1.2.2. | Power-driven vehicles equipped with a hydraulic braking system with stored energy which cannot meet the requirements of paragraph 5.2.1.5.1 of this Regulation shall be deemed to satisfy that paragraph if the following requirements are met:






  1.2.2.1. | After any single transmission failure it shall still be possible after eight full-stroke actuations of the service braking system control, to achieve, at the ninth application, at least the performance prescribed for the secondary braking system or, where secondary performance requiring the use of stored energy is achieved by a separate control, it shall still be possible after eight full-stroke actuations to achieve, at the ninth application, the residual performance prescribed in paragraph 5.2.1.4 of this Regulation. |
| --- | --- | --- |

1.2.2.

1.2.2.1.

After any single transmission failure it shall still be possible after eight full-stroke actuations of the service braking system control, to achieve, at the ninth application, at least the performance prescribed for the secondary braking system or, where secondary performance requiring the use of stored energy is achieved by a separate control, it shall still be possible after eight full-stroke actuations to achieve, at the ninth application, the residual performance prescribed in paragraph 5.2.1.4 of this Regulation.

| 1.2.2.2. | Testing shall be performed in conformity with the following requirements:






  1.2.2.2.1. | with the energy source stationary or operating at a speed corresponding to the engine idling speed, any transmission failure may be induced. Before inducing such a failure, the energy storage device(s) shall be at a pressure that may be specified by the manufacturer but not exceeding the cut-in pressure; |
| --- | --- | --- |

1.2.2.2.

Testing shall be performed in conformity with the following requirements:

1.2.2.2.1.

with the energy source stationary or operating at a speed corresponding to the engine idling speed, any transmission failure may be induced. Before inducing such a failure, the energy storage device(s) shall be at a pressure that may be specified by the manufacturer but not exceeding the cut-in pressure;

| 1.2.2.2.2. | the auxiliary equipment and its energy storage devices, if any, shall be isolated. |
| --- | --- |

1.2.2.2.2.

the auxiliary equipment and its energy storage devices, if any, shall be isolated.

2.   CAPACITY OF HYDRAULIC FLUID ENERGY SOURCES

| 2.1. | The energy sources shall meet the requirements set out in the following paragraphs:






  2.1.1. | Definitions






  2.1.1.1. | ‘p1’ represents the maximum system operational pressure (cut-out pressure) in the energy storage device(s) specified by the manufacturer. |
| --- | --- | --- | --- |

2.1.

2.1.1.

Definitions

2.1.1.1.

‘p1’ represents the maximum system operational pressure (cut-out pressure) in the energy storage device(s) specified by the manufacturer.

| 2.1.1.2. | ‘p2’ represents the pressure after four full-stroke actuations with the service braking system control, starting at p1, without having fed the energy storage device(s). |
| --- | --- |

2.1.1.2.

‘p2’ represents the pressure after four full-stroke actuations with the service braking system control, starting at p1, without having fed the energy storage device(s).

| 2.1.1.3. | ‘t’ represents the time required for the pressure to rise from p2 to p1 in the energy storage device(s) without application of the service braking system control. |
| --- | --- |

2.1.1.3.

‘t’ represents the time required for the pressure to rise from p2 to p1 in the energy storage device(s) without application of the service braking system control.

| 2.1.2. | Conditions of measurement






  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 over-speed governor. |
| --- | --- | --- |

2.1.2.

Conditions of measurement

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 over-speed governor.

| 2.1.2.2. | During the test to determine the time t, energy storage device(s) for auxiliary equipment shall not be isolated other than automatically. |
| --- | --- |

2.1.2.2.

During the test to determine the time t, energy storage device(s) for auxiliary equipment shall not be isolated other than automatically.

| 2.1.3. | Interpretation of results






  2.1.3.1. | In the case of all vehicles except those of categories M3, N2 and N3, the time t shall not exceed 20 seconds. |
| --- | --- | --- |

2.1.3.

Interpretation of results

2.1.3.1.

In the case of all vehicles except those of categories M3, N2 and N3, the time t shall not exceed 20 seconds.

| 2.1.3.2. | In the case of vehicles of categories M3, N2 and N3, the time t shall not exceed 30 seconds. |
| --- | --- |

2.1.3.2.

In the case of vehicles of categories M3, N2 and N3, the time t shall not exceed 30 seconds.

3.   CHARACTERISTICS OF WARNING DEVICES

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 warning device shall not operate following two full-stroke actuations of the service braking system control.

---

(1)  The initial energy level shall be stated in the approval document.

(2)  The initial energy level shall be stated in the approval document.

---

ANNEX 8

Provisions relating to specific conditions for spring braking systems

1.   DEFINITION

| 1.1. | ‘Spring braking systems’ are braking systems in which the energy required for braking is supplied by one or more springs acting as an energy storage device (energy accumulator). |
| --- | --- |

1.1.

| 1.1.1. | The energy necessary to compress the spring in order to release the brake is supplied and controlled by the ‘control’ actuated by the driver (see definition in paragraph 2.4 of this Regulation). |
| --- | --- |

1.1.1.

| 1.2. | ‘Spring compression chamber’ means the chamber where the pressure variation that induces the compression of the spring is actually produced. |
| --- | --- |

1.2.

| 1.3. | If the compression of the springs is obtained by means of a vacuum device, ‘pressure’ shall mean negative pressure everywhere in this annex. |
| --- | --- |

1.3.

2.   GENERAL

| 2.1. | A spring braking system shall not be used as a service braking system. However, in the event of a failure in a part of the transmission of the service braking system, a spring braking system may be used to achieve the residual performance prescribed in paragraph 5.2.1.4 of this Regulation provided that the driver can graduate this action. In the case of power-driven vehicles, with the exception of tractors for semi-trailers meeting the requirements specified in paragraph 5.2.1.4.1 of this Regulation, the spring braking system shall not be the sole source of residual braking. Vacuum spring braking systems shall not be used for trailers. |
| --- | --- |

2.1.

| 2.2. | 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. |
| --- | --- |

2.2.

| 2.3. | The following requirements shall apply to power driven vehicles equipped with spring brakes:






  2.3.1. | The feed circuit to the spring compression chamber shall either include an own energy reserve or shall be fed from at least two independent energy reserves. The trailer supply line may be branched from this feed line under the condition that a pressure drop in the trailer supply line shall not be able to apply the spring brake actuators. |
| --- | --- | --- |

2.3.

2.3.1.

The feed circuit to the spring compression chamber shall either include an own energy reserve or shall be fed from at least two independent energy reserves. The trailer supply line may be branched from this feed line under the condition that a pressure drop in the trailer supply line shall not be able to apply the spring brake actuators.

| 2.3.2. | Auxiliary equipment may only draw its energy from the feed line for the spring brake actuators under the condition that its operation, even in the event of damage to the energy source, cannot cause the energy reserve for the spring brake actuators to fall below a level from which one release of the spring brake actuators is possible. |
| --- | --- |

2.3.2.

Auxiliary equipment may only draw its energy from the feed line for the spring brake actuators under the condition that its operation, even in the event of damage to the energy source, cannot cause the energy reserve for the spring brake actuators to fall below a level from which one release of the spring brake actuators is possible.

| 2.3.3. | In any case, during re-charging of the braking system from zero pressure, the spring brakes shall remain fully applied, irrespective of the position of the control device, until the pressure in the service braking system is sufficient to ensure at least the prescribed secondary braking performance of the laden vehicle, using the service braking system control. |
| --- | --- |

2.3.3.

In any case, during re-charging of the braking system from zero pressure, the spring brakes shall remain fully applied, irrespective of the position of the control device, until the pressure in the service braking system is sufficient to ensure at least the prescribed secondary braking performance of the laden vehicle, using the service braking system control.

| 2.3.4. | Once applied, the spring brakes shall not release unless there is sufficient pressure in the service braking system to at least provide the prescribed residual braking performance of the laden vehicle by application of the service braking control. |
| --- | --- |

2.3.4.

Once applied, the spring brakes shall not release unless there is sufficient pressure in the service braking system to at least provide the prescribed residual braking performance of the laden vehicle by application of the service braking control.

| 2.4. | In power-driven vehicles, 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 trailers, it shall be possible to release the brakes at least three times after the trailer 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 paragraph 5.2.2.10 of this Regulation when the trailer is coupled to the towing vehicle. |
| --- | --- |

2.4.

| 2.5. | For power-driven vehicles, the pressure in the spring compression chamber beyond which the springs begin to actuate the brakes, the latter being adjusted as closely as possible, shall not be greater than 80 per cent of the minimum level of the normal available pressure.
  In the case of trailers, the pressure in the spring compression chamber beyond 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 paragraph 1.3 of Part A of Annex 7 to this Regulation. The initial pressure is fixed at 700 kPa. |
| --- | --- |

2.5.

In the case of trailers, the pressure in the spring compression chamber beyond 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 paragraph 1.3 of Part A of Annex 7 to this Regulation. The initial pressure is fixed at 700 kPa.

| 2.6. | 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 red warning signal specified in paragraph 5.2.1.29.1.1 of this Regulation. This provision does not apply to trailers. |
| --- | --- |

2.6.

| 2.7. | If a power-driven vehicle authorized to tow a trailer with a continuous or semi-continuous braking system is fitted with a spring braking system, automatic application of the said system shall cause application of the trailer's brakes. |
| --- | --- |

2.7.

3.   AUXILIARY RELEASE SYSTEM

| 3.1. | A spring braking system shall be so designed that, in the event of a failure in that system, it is still possible to release the brakes. This may be achieved by the use of an auxiliary release device (pneumatic, mechanical, etc.).
  Auxiliary release devices using an energy reserve for releasing shall draw their energy from an energy reserve which is independent from the energy reserve normally used for the spring braking system. The pneumatic or hydraulic fluid in such an auxiliary release device may act on the same piston surface in the spring compression chamber which is used for the normal spring braking system under the condition that the auxiliary release device uses a separate line. The junction of this line with the normal line connecting the control device with the spring brake actuators shall be at each spring brake actuator immediately before the port to the spring compression chamber, if not integrated in the body of the actuator. This junction shall include a device which prevents an influence of one line on the other. The requirements of paragraph 5.2.1.6 of this Regulation also apply to this device. |
| --- | --- |

3.1.

Auxiliary release devices using an energy reserve for releasing shall draw their energy from an energy reserve which is independent from the energy reserve normally used for the spring braking system. The pneumatic or hydraulic fluid in such an auxiliary release device may act on the same piston surface in the spring compression chamber which is used for the normal spring braking system under the condition that the auxiliary release device uses a separate line. The junction of this line with the normal line connecting the control device with the spring brake actuators shall be at each spring brake actuator immediately before the port to the spring compression chamber, if not integrated in the body of the actuator. This junction shall include a device which prevents an influence of one line on the other. The requirements of paragraph 5.2.1.6 of this Regulation also apply to this device.

| 3.1.1. | For the purposes of the requirement of paragraph 3.1 above, components of the braking system transmission shall not be regarded as subject to failure if under the terms of paragraph 5.2.1.2.7 of this Regulation they are not regarded as liable to breakage, provided that they are made of metal or of a material having similar characteristics and do not undergo significant distortion in normal braking. |
| --- | --- |

3.1.1.

| 3.2. | If the operation of the auxiliary device referred to in paragraph 3.1 above requires the use of a tool or spanner, the tool or spanner shall be kept on the vehicle. |
| --- | --- |

3.2.

| 3.3. | Where an auxiliary release system utilizes stored energy to release the spring brakes the following additional requirements shall apply:






  3.3.1. | Where the control of the auxiliary spring brake release system is the same as that used for the secondary/parking brake, the requirements defined in paragraph 2.3 above shall apply in all cases. |
| --- | --- | --- |

3.3.

3.3.1.

Where the control of the auxiliary spring brake release system is the same as that used for the secondary/parking brake, the requirements defined in paragraph 2.3 above shall apply in all cases.

| 3.3.2. | Where the control for the auxiliary spring brake release system is separate to the secondary/parking brake control, the requirements defined in paragraph 2.3 above shall apply to both control systems. However, the requirements of paragraph 2.3.4 above shall not apply to the auxiliary spring brake release system. In addition the auxiliary release control shall be located so that it is protected against application by the driver from the normal driving position. |
| --- | --- |

3.3.2.

Where the control for the auxiliary spring brake release system is separate to the secondary/parking brake control, the requirements defined in paragraph 2.3 above shall apply to both control systems. However, the requirements of paragraph 2.3.4 above shall not apply to the auxiliary spring brake release system. In addition the auxiliary release control shall be located so that it is protected against application by the driver from the normal driving position.

| 3.4. | If compressed air is used in the auxiliary release system, the system should be activated by a separate control, not connected to the spring brake control. |
| --- | --- |

3.4.

---

ANNEX 9

Provisions relating to parking braking systems equipped with a mechanical brake-cylinder locking device (lock actuators)

1.   DEFINITION

‘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.   SPECIAL REQUIREMENTS

| 2.1. | When the pressure in the locking chamber approaches the level at which mechanical locking occurs, an optical or audible warning device shall come into action. Provided this requirement is met, the warning device may comprise the red warning signal specified in paragraph 5.2.1.29.1.1 of this Regulation. This provision shall not apply to trailers.
  In the case of trailers, the pressure corresponding to mechanical locking shall not exceed 400 kPa. It shall be possible to achieve parking braking performance after any single failure of the trailer service braking system. In addition, it shall be possible to release the brakes at least three times after the trailer 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 paragraph 5.2.2.10 of this Regulation when the trailer is coupled to the towing vehicle. |
| --- | --- |

2.1.

In the case of trailers, the pressure corresponding to mechanical locking shall not exceed 400 kPa. It shall be possible to achieve parking braking performance after any single failure of the trailer service braking system. In addition, it shall be possible to release the brakes at least three times after the trailer 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 paragraph 5.2.2.10 of this Regulation when the trailer is coupled to the towing vehicle.

| 2.2. | In cylinders equipped with a mechanical locking device, movement of the brake piston shall be ensured by energy from either of two independent energy storage devices. |
| --- | --- |

2.2.

| 2.3. | It shall not be possible to release the locked brake cylinder unless it is certain that after such release the brake can be applied again. |
| --- | --- |

2.3.

| 2.4. | In the event of a failure of the energy source feeding the locking chamber, an auxiliary release device (e.g. mechanical, or pneumatic which may use the air contained in one of the vehicle's tyres) shall be available. |
| --- | --- |

2.4.

| 2.5. | The control 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. |
| --- | --- |

2.5.

---

ANNEX 10

Distribution of braking among the axles of vehicles and requirements for compatibility between towing vehicles and trailers

1.   GENERAL REQUIREMENTS

| 1.1. | Vehicles of categories M2, M3, N, O2, O3 and O4 which are not equipped with an anti-lock system as defined in Annex 13 to this Regulation shall meet all the requirements of this annex. If a special device is used, this shall operate automatically (1).
  However, vehicles – in the above categories, which are equipped with an anti-lock system as defined in Annex 13, shall also meet the requirements of paragraphs 7 and 8 of this annex if they are in addition fitted with a special automatic device which controls the distribution of braking among the axles. In the event of failure of its control, it shall be possible to stop the vehicle as stipulated under paragraph 6 of this annex. |
| --- | --- |

1.1.

However, vehicles – in the above categories, which are equipped with an anti-lock system as defined in Annex 13, shall also meet the requirements of paragraphs 7 and 8 of this annex if they are in addition fitted with a special automatic device which controls the distribution of braking among the axles. In the event of failure of its control, it shall be possible to stop the vehicle as stipulated under paragraph 6 of this annex.

| 1.1.1. | Where the vehicle is installed with an endurance braking system, the retarding force shall not be taken into consideration when determining the vehicle performance with respect to the provisions of this annex. |
| --- | --- |

1.1.1.

| 1.2. | The requirements relating to the diagrams specified in paragraphs 3.1.5, 3.1.6, 4.1, 5.1 and 5.2 of this annex, are valid both for vehicles with a pneumatic control line according to paragraph 5.1.3.1.1 of this Regulation and for vehicles with an electric control line according to paragraph 5.1.3.1.3 of this Regulation. In both cases, the reference value (abscissa of the diagrams) will be the value of the transmitted pressure in the control line:






  (a) | for vehicles equipped according to paragraph 5.1.3.1.1 of this Regulation, this will be the actual pneumatic pressure in the control line (pm); |
| --- | --- | --- |

1.2.

(a)

for vehicles equipped according to paragraph 5.1.3.1.1 of this Regulation, this will be the actual pneumatic pressure in the control line (pm);

| (b) | for vehicles equipped according to paragraph 5.1.3.1.3 of this Regulation, this will be the pressure corresponding to the transmitted digital demand value in the electric control line, according to ISO 11992:2003. |
| --- | --- |

(b)

for vehicles equipped according to paragraph 5.1.3.1.3 of this Regulation, this will be the pressure corresponding to the transmitted digital demand value in the electric control line, according to ISO 11992:2003.

Vehicles equipped according to paragraph 5.1.3.1.2 of this Regulation (with both pneumatic and electric control lines) shall satisfy the requirements of the diagrams related to both control lines. However, identical braking characteristic curves related to both control lines are not required.

| 1.3. | Validation of the development of braking force. |
| --- | --- |

1.3.

| 1.3.1. | At the time of type approval it shall be checked that the development of braking on an axle of each independent axle group (2) shall be within the following pressure ranges:






  (a) | Laden vehicles: | At least one axle shall commence to develop a braking force when the pressure at the coupling head is within the pressure range 20 to 100 kPa. |
| --- | --- | --- | --- |

1.3.1.

(a)

Laden vehicles:

At least one axle shall commence to develop a braking force when the pressure at the coupling head is within the pressure range 20 to 100 kPa.

| | At least one axle of every other axle group shall commence to develop a braking pressure at the coupling head is at a pressure ≤ 120 kPa. |
| --- | --- |

At least one axle of every other axle group shall commence to develop a braking pressure at the coupling head is at a pressure ≤ 120 kPa.

| (b) | Unladen vehicles:
  At least one axle shall commence to develop a braking force when the pressure at the coupling head is within the pressure range 20 to 100 kPa. |
| --- | --- |

(b)

Unladen vehicles:

At least one axle shall commence to develop a braking force when the pressure at the coupling head is within the pressure range 20 to 100 kPa.

| 1.3.1.1. | With the wheel(s) of the axle(s) raised off the ground and free to rotate, apply an increasing brake demand and measure the coupling head pressure corresponding to when the wheel(s) can no longer be rotated by hand. This condition is defined as the development of the braking force. |
| --- | --- |

1.3.1.1.

| 1.4. | In the case of vehicles of category O with pneumatic braking systems, when the alternative type approval procedure defined in Annex 20 is utilized, the relevant calculations required in this annex shall be made using the performance characteristics obtained from the relevant Annex 19 verification reports and the centre of gravity height determined by the method defined in Annex 20, Appendix 1. |
| --- | --- |

1.4.

2.   SYMBOLS

| i | = | axle index (i = 1, front axle; i = 2, second axle; etc.) |
| --- | --- | --- |
| Pi | = | normal reaction of road surface on axle i under static conditions |
| Ni | = | normal reaction of road surface on axle i under braking |
| Ti | = | force exerted by the brakes on axle i under normal braking conditions on the road |
| fi | = | Ti/Ni, adhesion utilized by axle i (3) |
| J | = | deceleration of vehicle |
| g | = | acceleration due to gravity: g = 9,81 m/s2 |
| z | = | braking rate of vehicle = J/g (4) |
| P | = | mass of vehicle |
| h | = | height above ground of centre of gravity specified by the manufacturer and agreed by the Technical Services conducting the approval test |
| E | = | wheelbase |
| k | = | theoretical coefficient of adhesion between tyre and road |
| Kc | = | correction factor: semi-trailer laden |
| Kv | = | correction factor: semi-trailer unladen |
| TM | = | sum of braking forces at the periphery of all wheels of towing vehicles for trailers |
| PM | = | total normal static reaction of road surface on wheels of towing vehicles for trailers (5) |
| pm | = | pressure at coupling head of control line |
| TR | = | sum of braking forces at periphery of all wheels of trailer |
| PR | = | total normal static reaction of road surface on all wheels of trailer (5) |
| PRmax | = | value of PR at maximum mass of trailer |
| ER | = | distance between king-pin and centre of axle or axles of semi-trailer |
| hR | = | height above ground of centre of gravity of semi-trailer specified by the manufacturer and agreed by the technical services conducting the approval test |

i

=

axle index (i = 1, front axle; i = 2, second axle; etc.)

Pi

=

normal reaction of road surface on axle i under static conditions

Ni

=

normal reaction of road surface on axle i under braking

Ti

=

force exerted by the brakes on axle i under normal braking conditions on the road

fi

=

Ti/Ni, adhesion utilized by axle i (3)

J

=

deceleration of vehicle

g

=

acceleration due to gravity: g = 9,81 m/s2

z

=

braking rate of vehicle = J/g (4)

P

=

mass of vehicle

h

=

height above ground of centre of gravity specified by the manufacturer and agreed by the Technical Services conducting the approval test

E

=

wheelbase

k

=

theoretical coefficient of adhesion between tyre and road

Kc

=

correction factor: semi-trailer laden

Kv

=

correction factor: semi-trailer unladen

TM

=

sum of braking forces at the periphery of all wheels of towing vehicles for trailers

PM

=

total normal static reaction of road surface on wheels of towing vehicles for trailers (5)

pm

=

pressure at coupling head of control line

TR

=

sum of braking forces at periphery of all wheels of trailer

PR

=

total normal static reaction of road surface on all wheels of trailer (5)

PRmax

=

value of PR at maximum mass of trailer

ER

=

distance between king-pin and centre of axle or axles of semi-trailer

hR

=

height above ground of centre of gravity of semi-trailer specified by the manufacturer and agreed by the technical services conducting the approval test

3.   REQUIREMENTS FOR POWER-DRIVEN VEHICLES

3.1.   Two-axled vehicles

3.1.1.   For all categories of vehicles for k values between 0,2 and 0,8 (6):

z ≥ 0,10 + 0,85 (k – 0,20)

3.1.2.   For all states of load of the vehicle, the adhesion utilization curve of the rear axle shall not be situated above that for the front axle:

| 3.1.2.1. | For all braking rates between 0,15 and 0,80 in the case of vehicles of category N1 with a laden/unladen rear axle loading ratio not exceeding 1,5 or having a maximum mass of less than 2 tonnes, in the range of z values between 0,3 and 0,45, an inversion of the adhesion utilization curves is permitted provided that the adhesion utilization curve of the rear axle does not exceed by more than 0,05, the line defined by the formula k = z (line of ideal adhesion utilization in diagram 1A of this annex). |
| --- | --- |

3.1.2.1.

For all braking rates between 0,15 and 0,80 in the case of vehicles of category N1 with a laden/unladen rear axle loading ratio not exceeding 1,5 or having a maximum mass of less than 2 tonnes, in the range of z values between 0,3 and 0,45, an inversion of the adhesion utilization curves is permitted provided that the adhesion utilization curve of the rear axle does not exceed by more than 0,05, the line defined by the formula k = z (line of ideal adhesion utilization in diagram 1A of this annex).

| 3.1.2.2. | for all braking rates between 0,15 and 0,50 in the case of other vehicles of category N1, this condition is considered satisfied if, for braking rates between 0,15 and 0,30, the adhesion utilization curves for each axle are situated between two lines parallel to the line of ideal adhesion utilization given by the equation k = z ± 0,08 as shown in diagram 1C of this annex where the adhesion utilization curve for the rear axle may cross the line k = z – 0,08; and complies for a braking rate between 0,30 and 0,50, with the relation z ≥ k – 0,08; and between 0,50 and 0,61 with the relation z ≥ 0,5k + 0,21. |
| --- | --- |

3.1.2.2.

for all braking rates between 0,15 and 0,50 in the case of other vehicles of category N1, this condition is considered satisfied if, for braking rates between 0,15 and 0,30, the adhesion utilization curves for each axle are situated between two lines parallel to the line of ideal adhesion utilization given by the equation k = z ± 0,08 as shown in diagram 1C of this annex where the adhesion utilization curve for the rear axle may cross the line k = z – 0,08; and complies for a braking rate between 0,30 and 0,50, with the relation z ≥ k – 0,08; and between 0,50 and 0,61 with the relation z ≥ 0,5k + 0,21.

| 3.1.2.3. | for all braking rates between 0,15 and 0,30 in the case of vehicles of other categories;
  This condition is also considered satisfied if, for braking rates between 0,15 and 0,30, the adhesion utilization curves for each axle are situated between two lines parallel to the line of ideal adhesion utilization given by the equation k = z ± 0,08 as shown in diagram 1B of this annex and the adhesion utilization curve for the rear axle for braking rates z ≥ 0,3 complies with the relation:
  z ≥ 0,3 + 0,74 (k – 0,38). |
| --- | --- |

3.1.2.3.

for all braking rates between 0,15 and 0,30 in the case of vehicles of other categories;

This condition is also considered satisfied if, for braking rates between 0,15 and 0,30, the adhesion utilization curves for each axle are situated between two lines parallel to the line of ideal adhesion utilization given by the equation k = z ± 0,08 as shown in diagram 1B of this annex and the adhesion utilization curve for the rear axle for braking rates z ≥ 0,3 complies with the relation:

z ≥ 0,3 + 0,74 (k – 0,38).

3.1.3.   In the case of a power-driven vehicle authorized to tow trailers of category O3 or O4 fitted with compressed-air braking systems.

| 3.1.3.1. | When tested with the energy source stopped, the supply line blocked off, a reservoir of 0,5 litre capacity connected to the pneumatic control line, and the system at cut-in and cut-out pressures, the pressure at full application of the braking control shall be between 650 and 850 kPa at the coupling heads of the supply line and the pneumatic control line, irrespective of the load condition of the vehicle. |
| --- | --- |

3.1.3.1.

| 3.1.3.2. | For vehicles equipped with an electric control line, a full application of the control of the service braking system shall provide a digital demand value corresponding to a pressure between 650 and 850 kPa (see ISO 11992:2003). |
| --- | --- |

3.1.3.2.

| 3.1.3.3. | These values shall be demonstrably present in the power-driven vehicle when uncoupled from the trailer. The compatibility bands in the diagrams specified in paragraphs 3.1.5, 3.1.6, 4.1, 5.1 and 5.2 of this annex, should not be extended beyond 750 kPa and/or the corresponding digital demand value (see ISO 11992:2003). |
| --- | --- |

3.1.3.3.

| 3.1.3.4. | It shall be ensured that at the coupling head of the supply line, a pressure of at least 700 kPa is available when the system is at cut-in pressure. This pressure shall be demonstrated without applying the service brakes. |
| --- | --- |

3.1.3.4.

3.1.4.   Verification of the requirements of paragraphs 3.1.1 and 3.1.2.

| 3.1.4.1. | In order to verify the requirements of paragraphs 3.1.1 and 3.1.2 of this annex, the manufacturer shall provide the adhesion utilization curves for the front and rear axles calculated by the formulae:










  The curves shall be plotted for both the following load conditions:






  3.1.4.1.1. | unladen, in running order with the driver on board; in the case of a vehicle presented as a chassis-cab, a supplementary load may be added to simulate the mass of the body, not exceeding the minimum mass declared by the manufacturer in Annex 2 to this Regulation; |
| --- | --- | --- |

3.1.4.1.

Formula

Formula

The curves shall be plotted for both the following load conditions:

3.1.4.1.1.

unladen, in running order with the driver on board; in the case of a vehicle presented as a chassis-cab, a supplementary load may be added to simulate the mass of the body, not exceeding the minimum mass declared by the manufacturer in Annex 2 to this Regulation;

| 3.1.4.1.2. | laden; where provision is made for several possibilities of load distribution, the one whereby the front axle is the most heavily laden shall be the one considered. |
| --- | --- |

3.1.4.1.2.

laden; where provision is made for several possibilities of load distribution, the one whereby the front axle is the most heavily laden shall be the one considered.

| 3.1.4.2. | If it is not possible, for vehicles with (permanent) all-wheel drive, to carry out the mathematical verification pursuant to paragraph 3.1.4.1, the manufacturer may instead verify by means of a wheel lock sequence test that, for all braking rates between 0,15 and 0,8, lockup of the front wheels occurs either simultaneously with or before the lockup of the rear wheels. |
| --- | --- |

3.1.4.2.

| 3.1.4.3. | Procedure to verify the requirements of paragraph 3.1.4.2. |
| --- | --- |

3.1.4.3.

| 3.1.4.3.1. | The wheel lock sequence test shall be conducted on road surfaces with a coefficient of adhesion of not more than 0,3 and of about 0,8 (dry road) from the initial test speeds specified in paragraph 3.1.4.3.2. |
| --- | --- |

3.1.4.3.1.

| 3.1.4.3.2. | Test speeds: | 60 km/h, but not exceeding 0,8 vmax for decelerations on low coefficient of friction road surfaces; |
| --- | --- | --- |

3.1.4.3.2.

60 km/h, but not exceeding 0,8 vmax for decelerations on low coefficient of friction road surfaces;

| | 80 km/h, but not exceeding vmax for decelerations on high coefficient of friction road surfaces. |
| --- | --- |

80 km/h, but not exceeding vmax for decelerations on high coefficient of friction road surfaces.

| 3.1.4.3.3. | The pedal force applied may exceed the permissible actuation forces pursuant to Annex 4, paragraph 2.1.1. |
| --- | --- |

3.1.4.3.3.

| 3.1.4.3.4. | Pedal force is applied and increased such that the second wheel on the vehicle will reach lockup between 0,5 and 1 s after initiating the brake application, until lockup of both wheels on one axle occurs (additional wheels may also lock during the test, e.g. in the case of simultaneous lockup). |
| --- | --- |

3.1.4.3.4.

| 3.1.4.4. | The tests prescribed in paragraph 3.1.4.2 shall be carried out twice on each road surface. If the result of one test fails, a third, hence decisive test shall be carried out. |
| --- | --- |

3.1.4.4.

| 3.1.4.5. | For vehicles fitted with an electric regenerative braking system of category B, where the electric regenerative braking capacity is influenced by the electric state of charge, the curves shall be plotted by taking account of the electric regenerative braking component under the minimum and maximum conditions of delivered braking force. This requirement is not applicable if the vehicle is equipped with an anti-lock device which controls the wheels connected to the electric regenerative braking and shall be replaced by the requirements of Annex 13. |
| --- | --- |

3.1.4.5.

3.1.5.   Towing vehicles other than tractors for semi-trailers

| 3.1.5.1. | In the case of a power-driven vehicle authorized to tow trailers of category O3 or O4 fitted with a compressed air braking system, the permissible relationship between the braking rate TM/PM and the pressure pm shall lie within the areas shown on diagram 2 of this annex for all pressures between 20 and 750 kPa. |
| --- | --- |

3.1.5.1.

3.1.6.   Tractors for semi-trailers

| 3.1.6.1. | Tractors with unladen semi-trailer. An unladen combination is understood to be a tractor in running order, with the driver on board, coupled to an unladen semi-trailer. The dynamic load of the semi-trailer on the tractor shall be represented by a static mass Ps mounted at the fifth wheel coupling equal to 15 per cent of the maximum mass on the coupling. The braking forces shall continue to be regulated between the state of the ‘tractor with unladen semi-trailer’ and that of the ‘tractor alone’; the braking forces relating to the ‘tractor alone’ shall be verified. |
| --- | --- |

3.1.6.1.

| 3.1.6.2. | Tractors with laden semi-trailer. A laden combination is understood to be a tractor in running order, with the driver on board, coupled to a laden semi-trailer. The dynamic load of the semi-trailer on the tractor shall be represented by a static mass Ps mounted at the fifth wheel coupling equal to:
  Ps = Pso (1 + 0,45 z)
  where:






  Pso | represents the difference between the maximum laden mass of the tractor and its unladen mass. |
| --- | --- | --- |

3.1.6.2.

Ps = Pso (1 + 0,45 z)

where:

Pso

represents the difference between the maximum laden mass of the tractor and its unladen mass.

For h the following value shall be taken:

Formula

where:

| ho | is the height of the centre of gravity of the tractor; |
| --- | --- |
| hs | is the height of the coupling on which the semi-trailer rests; |
| Po | is the unladen mass of the tractor alone |

ho

is the height of the centre of gravity of the tractor;

hs

is the height of the coupling on which the semi-trailer rests;

Po

is the unladen mass of the tractor alone

and:

Formula

| 3.1.6.3. | In the case of a vehicle fitted with a compressed air braking system, the permissible relationship between the braking rate TM/PM and the pressure pm shall be within the areas shown on diagram 3 of this annex for all pressures between 20 and 750 kPa. |
| --- | --- |

3.1.6.3.

3.2.   Vehicles with more than two axles.

The requirements of paragraph 3.1 of this annex shall apply to vehicles with more than two axles. The requirements of paragraph 3.1.2 of this annex with respect to wheel lock sequence shall be considered to be met if, in the case of braking rates between 0,15 and 0,30, the adhesion utilized by at least one of the front axles is greater than that utilized by at least one of the rear axles.

4.   REQUIREMENTS FOR SEMI-TRAILERS

| 4.1. | For semi-trailers fitted with compressed-air braking systems:






  4.1.1. | The permissible relationship between the braking rate TR/PR and the pressure pm shall lie within two areas derived from diagrams 4A and 4B for all pressures between 20 and 750 kPa, in both the laden and unladen states of load. This requirement shall be met for all permissible load conditions of the semi-trailer axles. |
| --- | --- | --- |

4.1.

4.1.1.

The permissible relationship between the braking rate TR/PR and the pressure pm shall lie within two areas derived from diagrams 4A and 4B for all pressures between 20 and 750 kPa, in both the laden and unladen states of load. This requirement shall be met for all permissible load conditions of the semi-trailer axles.

| 4.1.2. | If the requirements of paragraph 4.1.1 of this annex cannot be satisfied in conjunction with the requirements of paragraph 3.1.2.1 of Annex 4 to this Regulation for semi-trailers with a Kc factor less than 0,80, then the semi-trailer shall meet the minimum braking performance specified in paragraph 3.1.2.1 of Annex 4 to this Regulation and be fitted with an anti-lock system complying with Annex 13 to this Regulation, except the compatibility requirement in paragraph 1 of that annex. |
| --- | --- |

4.1.2.

If the requirements of paragraph 4.1.1 of this annex cannot be satisfied in conjunction with the requirements of paragraph 3.1.2.1 of Annex 4 to this Regulation for semi-trailers with a Kc factor less than 0,80, then the semi-trailer shall meet the minimum braking performance specified in paragraph 3.1.2.1 of Annex 4 to this Regulation and be fitted with an anti-lock system complying with Annex 13 to this Regulation, except the compatibility requirement in paragraph 1 of that annex.

5.   REQUIREMENTS FOR FULL AND CENTRE-AXLE TRAILERS

| 5.1. | For full trailers fitted with compressed-air braking systems:






  5.1.1. | For full trailers with two axles the following requirements apply:






  5.1.1.1. | For k values between 0,2 and 0,8 (7):
  z ≥ 0,1 + 0,85 (k – 0,2) |
| --- | --- | --- | --- |

5.1.

5.1.1.

For full trailers with two axles the following requirements apply:

5.1.1.1.

For k values between 0,2 and 0,8 (7):

z ≥ 0,1 + 0,85 (k – 0,2)

| 5.1.1.2. | For all states of load of the vehicle, the adhesion utilization curve of the rear axle shall not be situated above that for the front axle for all braking rates between 0,15 and 0,30. This condition is also considered satisfied if, for braking rates between 0,15 and 0,30, the adhesion utilization curves for each axle are situated between two lines parallel to the line of ideal adhesion utilization given by the equations k = z + 0,08 and k = z – 0,08 as shown in diagram 1B of this annex and the adhesion utilization curve for the rear axle for braking rates z 0,3 complies with the relation
  z ≥ 0,3 + 0,74 (k – 0,38). |
| --- | --- |

5.1.1.2.

For all states of load of the vehicle, the adhesion utilization curve of the rear axle shall not be situated above that for the front axle for all braking rates between 0,15 and 0,30. This condition is also considered satisfied if, for braking rates between 0,15 and 0,30, the adhesion utilization curves for each axle are situated between two lines parallel to the line of ideal adhesion utilization given by the equations k = z + 0,08 and k = z – 0,08 as shown in diagram 1B of this annex and the adhesion utilization curve for the rear axle for braking rates z 0,3 complies with the relation

z ≥ 0,3 + 0,74 (k – 0,38).

| 5.1.1.3. | For the verification of the requirements of paragraphs 5.1.1.1 and 5.1.1.2 the procedure should be as that in the provisions of paragraph 3.1.4. |
| --- | --- |

5.1.1.3.

For the verification of the requirements of paragraphs 5.1.1.1 and 5.1.1.2 the procedure should be as that in the provisions of paragraph 3.1.4.

| 5.1.2. | For full trailers with more than two axles the requirements of paragraph 5.1.1 of this annex shall apply. The requirements of paragraph 5.1.1 of this annex with respect to wheel lock sequence shall be considered to be met if, in the case of braking rates between 0,15 and 0,30, the adhesion utilized by at least one of the front axles is greater than that utilized by at least one of the rear axles. |
| --- | --- |

5.1.2.

For full trailers with more than two axles the requirements of paragraph 5.1.1 of this annex shall apply. The requirements of paragraph 5.1.1 of this annex with respect to wheel lock sequence shall be considered to be met if, in the case of braking rates between 0,15 and 0,30, the adhesion utilized by at least one of the front axles is greater than that utilized by at least one of the rear axles.

| 5.1.3. | The permissible relationship between the braking rate TR/PR and the pressure pm shall lie within the designated areas in diagram 2 of this annex for all pressures between 20 and 750 kPa, in both the laden and unladen states of load. |
| --- | --- |

5.1.3.

The permissible relationship between the braking rate TR/PR and the pressure pm shall lie within the designated areas in diagram 2 of this annex for all pressures between 20 and 750 kPa, in both the laden and unladen states of load.

| 5.2. | For centre-axle trailers fitted with compressed-air braking systems:






  5.2.1. | The permissible relationship between the braking rate TR/PR and the pressure pm shall lie within two areas derived from diagram 2 of this annex, by multiplying the vertical scale by 0,95. This requirement shall be met at all pressures between 20 and 750 kPa, in both the laden and unladen states of load. |
| --- | --- | --- |

5.2.

5.2.1.

The permissible relationship between the braking rate TR/PR and the pressure pm shall lie within two areas derived from diagram 2 of this annex, by multiplying the vertical scale by 0,95. This requirement shall be met at all pressures between 20 and 750 kPa, in both the laden and unladen states of load.

| 5.2.2. | If the requirements of paragraph 3.1.2.1 of Annex 4 to this Regulation cannot be satisfied due to lack of adhesion, then the centre-axle trailer shall be fitted with an anti-lock system complying with Annex 13 to this Regulation. |
| --- | --- |

5.2.2.

If the requirements of paragraph 3.1.2.1 of Annex 4 to this Regulation cannot be satisfied due to lack of adhesion, then the centre-axle trailer shall be fitted with an anti-lock system complying with Annex 13 to this Regulation.

6.   REQUIREMENTS TO BE MET IN CASE OF FAILURE OF THE BRAKING DISTRIBUTION SYSTEM

When the requirements of this annex are fulfilled by means of a special device (e.g. controlled mechanically by the suspension of the vehicle), it shall be possible, in the event of the failure of its control, to stop the vehicle under the conditions specified for secondary braking in the case of power-driven vehicles; for those power-driven vehicles authorized to tow a trailer fitted with compressed-air braking systems, it shall be possible to achieve a pressure at the coupling head of the control line within the range specified in paragraph 3.1.3 of this annex. In the event of failure of the control of the device on trailers, a service braking performance of at least 30 per cent of that prescribed for the vehicle in question shall be attained.

7.   MARKINGS

| 7.1. | Vehicles which meet the requirements of this annex by means of a device mechanically controlled by the suspension of the vehicle, shall be marked to show the useful travel of the device between the positions corresponding to vehicle unladen and laden states, respectively, and any further information to enable the setting of the device to be checked. |
| --- | --- |

7.1.

| 7.1.1. | When a brake load sensing device is controlled via the suspension of the vehicle by any other means, the vehicle shall be marked with information to enable the setting of the device to be checked. |
| --- | --- |

7.1.1.

| 7.2. | When the requirements of this annex are met by means of a device which modulates the air pressure in the brake transmission, the vehicle shall be marked to show the axle loads at the ground, the nominal outlet pressures of the device and an inlet pressure of not less than 80 per cent of the maximum design inlet pressure, as declared by the vehicle manufacturer, for the following states of load:






  7.2.1. | technically permissible maximum axle load for the axle(s) which control(s) the device; |
| --- | --- | --- |

7.2.

7.2.1.

technically permissible maximum axle load for the axle(s) which control(s) the device;

| 7.2.2. | axle load(s) corresponding to the unladen mass of the vehicle in running order as stated in paragraph 13 of Annex 2 to this Regulation; |
| --- | --- |

7.2.2.

axle load(s) corresponding to the unladen mass of the vehicle in running order as stated in paragraph 13 of Annex 2 to this Regulation;

| 7.2.3. | The axle load(s) approximating to the vehicle with proposed bodywork in running order where the axle load(s) mentioned in paragraph 7.2.2 of this annex relate(s) to the vehicle chassis with cab; |
| --- | --- |

7.2.3.

The axle load(s) approximating to the vehicle with proposed bodywork in running order where the axle load(s) mentioned in paragraph 7.2.2 of this annex relate(s) to the vehicle chassis with cab;

| 7.2.4. | The axle load(s) designated by the manufacturer to enable the setting of the device to be checked in service if this is (these are) different from the loads specified in paragraphs 7.2.1 to 7.2.3 of this annex. |
| --- | --- |

7.2.4.

The axle load(s) designated by the manufacturer to enable the setting of the device to be checked in service if this is (these are) different from the loads specified in paragraphs 7.2.1 to 7.2.3 of this annex.

| 7.3. | Paragraph 14.7 of Annex 2 to this Regulation shall include information to enable compliance with the requirements of paragraphs 7.1 and 7.2 of this annex to be checked. |
| --- | --- |

7.3.

| 7.4. | The markings referred to in paragraphs 7.1 and 7.2 of this annex shall be affixed in a visible position in indelible form. An example of the markings for a mechanically controlled device in a vehicle fitted with compressed-air braking system is shown in diagram 5 of this annex. |
| --- | --- |

7.4.

| 7.5. | Electronically controlled brake force distribution systems that cannot fulfil the requirements of paragraphs 7.1, 7.2, 7.3 and 7.4 above shall have a self checking procedure of the functions which influence brake force distribution. In addition, when the vehicle is stationary, it shall be possible to carry out the checks defined in paragraph 1.3.1 above, by generating the nominal demand pressure associated with the commencement of braking for both the laden and unladen conditions. |
| --- | --- |

7.5.

8.   VEHICLE TESTING

At the time of type approval, the technical service shall verify conformity with the requirements contained within this annex and carry out any further tests considered necessary to this end. The report of any further tests shall be appended to the type approval report.

Diagram 1A

Certain vehicles of category N1

(see paragraph 3.1.2.1 of this annex)

Image 13

Diagram 1B

Vehicles other than those of category N1 and full trailers

(see paragraphs 3.1.2.3 and 5.1.1.2 of this annex)

Image 14

Note: The lower limit k = z – 0,08 is not applicable for the adhesion utilization of the rear axle.

Diagram 1C

Vehicles of category N1

(with certain exceptions after 1 October 1990)

(see paragraph 3.1.2.2 of this annex)

Image 15

Note: The lower limit k = z – 0,08 is not applicable for the adhesion utilization of the rear axle.

Diagram 2

Towing vehicles and trailers

(except tractors for semi-trailers and semi-trailers)

(see paragraph 3.1.5.1 of this annex)

Image 16

Note: The relationships required by the diagram shall apply progressively for intermediate states of loading between the laden and the unladen states and shall be achieved by automatic means.

Diagram 3

Tractors for semi-trailers

(see paragraph 3.1.6.3 of this annex)

Image 17

Note: The relationships required by the diagram shall apply progressively for intermediate states of loading between the laden and the unladen states and shall be achieved by automatic means.

Diagram 4A

Semi-trailers

(see paragraph 4 of this annex)

Image 18

Note: The relation between the braking rate TR/PR and the control line pressure for the laden and unladen conditions is determined as follows:

The factors Kc (laden), Kv (unladen) are obtained by reference to diagram 4B. To determine the areas corresponding to the laden and unladen conditions, the values of the ordinates of the upper and lower limits of the hatched area in diagram 4A are multiplied by the factors Kc and Kv respectively.

Diagram 4B

(see paragraph 4 and diagram 4A of this annex)

Image 19

EXPLANATORY NOTE ON THE USE OF DIAGRAM 4B

| 1. | Formula from which diagram 4B is derived: |
| --- | --- |

1.

Formula

| 2. | Description of method of use with practical example. |
| --- | --- |

2.

| 2.1. | The broken lines shown on diagram 4B refer to the determination of the factors Kc and Kv for the following vehicle, where: | Laden | Unladen |
| --- | --- | --- | --- |
| P | 24 tonnes (240 kN) | 4,2 tonnes (42 kN) |
| PR | 150 kN | 30 kN |
| PRmax | 150 kN | 150 kN |
| hR | 1,8 m | 1,4 m |
| ER | 6,0 m | 6,0 m |

2.1.

Laden

Unladen

P

24 tonnes (240 kN)

4,2 tonnes (42 kN)

PR

150 kN

30 kN

PRmax

150 kN

150 kN

hR

1,8 m

1,4 m

ER

6,0 m

6,0 m

In the following paragraphs the figures in parentheses relate only to the vehicle being used for the purpose of illustrating the method of using diagram 4B.

| 2.2. | Calculation of ratios






  (a) | laden (= 1,6) |
| --- | --- | --- |

2.2.

(a)

Formula

| (b) | unladen (= 1,4) |
| --- | --- |

(b)

Formula

| (c) | unladen (= 0,2) |
| --- | --- |

(c)

Formula

| 2.3. | Determination of the correction factor when laden, KC:






  (a) | Start at the appropriate value of hR (hR = 1,8 m) |
| --- | --- | --- |

2.3.

(a)

Start at the appropriate value of hR (hR = 1,8 m)

| (b) | Move horizontally to the appropriate g · P/PR line (g · P/PR = 1,6) |
| --- | --- |

(b)

Move horizontally to the appropriate g · P/PR line (g · P/PR = 1,6)

| (c) | Move vertically to the appropriate ER line (ER = 6,0 m) |
| --- | --- |

(c)

Move vertically to the appropriate ER line (ER = 6,0 m)

| (d) | Move horizontally to the KC scale; KC is the laden correction factor required (KC = 1,04) |
| --- | --- |

(d)

Move horizontally to the KC scale; KC is the laden correction factor required (KC = 1,04)

| 2.4. | Determination of the correction factor when unladen, KV:






  2.4.1. | Determination of the factor K2:






  (a) | Start at appropriate hR (hR = 1,4 m) |
| --- | --- | --- | --- |

2.4.

2.4.1.

Determination of the factor K2:

(a)

Start at appropriate hR (hR = 1,4 m)

| (b) | Move horizontally to the appropriate PR/PRmax line in the group of curves nearest to vertical axis (PR/PRmax = 0,2) |
| --- | --- |

(b)

Move horizontally to the appropriate PR/PRmax line in the group of curves nearest to vertical axis (PR/PRmax = 0,2)

| (c) | Move vertically to the horizontal axis and read off the value of K2 (K2 = 0,13 m). |
| --- | --- |

(c)

Move vertically to the horizontal axis and read off the value of K2 (K2 = 0,13 m).

| 2.4.2. | Determination of the factor K1:






  (a) | Start at the appropriate value of hR (hR = 1,4 m) |
| --- | --- | --- |

2.4.2.

Determination of the factor K1:

(a)

Start at the appropriate value of hR (hR = 1,4 m)

| (b) | Move horizontally to the appropriate g · P/PR line (g · P/PR = 1,4) |
| --- | --- |

(b)

Move horizontally to the appropriate g · P/PR line (g · P/PR = 1,4)

| (c) | Move vertically to the appropriate ER line (ER = 6,0 m) |
| --- | --- |

(c)

Move vertically to the appropriate ER line (ER = 6,0 m)

| (d) | Move horizontally to the appropriate PR/PRmax line in the group of curves furthest from the vertical axis (PR/PRmax = 0,2) |
| --- | --- |

(d)

Move horizontally to the appropriate PR/PRmax line in the group of curves furthest from the vertical axis (PR/PRmax = 0,2)

| (e) | Move vertically to the horizontal axis and read off the value of K1 (K1 = 1,79). |
| --- | --- |

(e)

Move vertically to the horizontal axis and read off the value of K1 (K1 = 1,79).

| 2.4.3. | Determination of the factor KV:
  The unladen correction factor KV is obtained from the following expression:
  KV = K1 – K2 · (KV = 1,66) |
| --- | --- |

2.4.3.

Determination of the factor KV:

The unladen correction factor KV is obtained from the following expression:

KV = K1 – K2 · (KV = 1,66)

Diagram 5

Brake load sensing device

(see paragraph 7.4 of this annex)

| Control data | Vehicle loading | Axle No 2 load at the ground
  [daN] | Inlet pressure
  [kPa] | Nominal outlet pressure
  [kPa] |
| --- | --- | --- | --- | --- |
| | Laden | 10 000 | 600 | 600 |
| Unladen | 1 500 | 600 | 240 |

Control data

Vehicle loading

Axle No 2 load at the ground

[daN]

Inlet pressure

[kPa]

Nominal outlet pressure

[kPa]

Image 20

Laden

10 000

600

600

Unladen

1 500

600

240

---

(1)  In the case of trailers with electronically controlled brake force distribution, the requirements of this annex shall only apply when the trailer is electrically connected to the towing vehicle by the ISO 7638:1997 connector.

(2)  In the case of multiple axles, where the axle spread is greater than 2,0 m, each individual axle shall be considered as an independent axle group.

(3)  
  ‘Adhesion utilization curves’ of a vehicle means curves showing, for specified load conditions, the adhesion utilized by each axle i plotted against the braking rate of the vehicle.

(4)  For semi-trailers, z is the braking force divided by the static load on the semi-trailer axle(s).

(5)  As referred to in paragraph 1.4.4.3 of Annex 4 to this Regulation.

(6)  The provisions of paragraphs 3.1.1 or 5.1.1 do not affect the requirements of Annex 4 to this Regulation relating to the braking performance. However, if, in tests made under the provisions of paragraphs 3.1.1 or 5.1.1, braking performances are obtained which are higher than those prescribed in Annex 4, the provisions relating to the adhesion utilization curves shall be applied within the areas of diagrams 1A, 1B and 1C of this annex defined by the straight lines k = 0,8 and z = 0,8.

(7)  The provisions of paragraphs 3.1.1 or 5.1.1 do not affect the requirements of Annex 4 to this Regulation relating to the braking performance. However, if, in tests made under the provisions of paragraphs 3.1.1 or 5.1.1, braking performances are obtained which are higher than those prescribed in Annex 4, the provisions relating to the adhesion utilization curves shall be applied within the areas of diagrams 1A, 1B and 1C of this annex defined by the straight lines k = 0,8 and z = 0,8.

---

ANNEX 11

Cases in which Type-I and/or Type-II (or Type-IIA) or Type-III tests do not have to be carried out

| 1. | Type-I and/or Type-II (or Type-IIA) or Type-III tests need not be performed on a vehicle submitted for approval in the following cases:






  1.1. | The vehicle concerned is a power-driven vehicle or a trailer 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 power-driven vehicle or a trailer which:






  1.1.1. | has passed the Type-I and/or Type-II (or Type-IIA) or Type-III test; and |
| --- | --- | --- | --- |

1.

1.1.

The vehicle concerned is a power-driven vehicle or a trailer 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 power-driven vehicle or a trailer which:

1.1.1.

has passed the Type-I and/or Type-II (or Type-IIA) or Type-III test; and

| 1.1.2. | has been approved, with regard to the braking energy absorbed, for mass per axle not lower than that of the vehicle concerned. |
| --- | --- |

1.1.2.

has been approved, with regard to the braking energy absorbed, for mass per axle not lower than that of the vehicle concerned.

| 1.2. | The vehicle concerned is a power-driven vehicle or a trailer 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-IIA) 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. |
| --- | --- |

1.2.

The vehicle concerned is a power-driven vehicle or a trailer 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-IIA) 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.

| 1.3. | The vehicle concerned is equipped with an endurance braking system, other than the engine brake, identical with an endurance braking system already tested under the following conditions:






  1.3.1. | the endurance braking system shall, by itself, in a test carried out on a gradient of at least 6 per cent (Type-II test) or of at least 7 per cent (Type-IIA test), have stabilized a vehicle whose maximum mass at the time of the test was not less than the maximum mass of the vehicle submitted for approval; |
| --- | --- | --- |

1.3.

The vehicle concerned is equipped with an endurance braking system, other than the engine brake, identical with an endurance braking system already tested under the following conditions:

1.3.1.

the endurance braking system shall, by itself, in a test carried out on a gradient of at least 6 per cent (Type-II test) or of at least 7 per cent (Type-IIA test), have stabilized a vehicle whose maximum mass at the time of the test was not less than the maximum mass of the vehicle submitted for approval;

| 1.3.2. | 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 paragraph 1.3.1 above. |
| --- | --- |

1.3.2.

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 paragraph 1.3.1 above.

| 1.4. | The vehicle concerned is a trailer equipped with air operated S-cam or disc brakes (1) which satisfies the verification requirements of Appendix 2 to this annex relative to the control of characteristics compared to the characteristics given in a report of a reference axle test as shown in Appendix 3 to this annex. |
| --- | --- |

1.4.

The vehicle concerned is a trailer equipped with air operated S-cam or disc brakes (1) which satisfies the verification requirements of Appendix 2 to this annex relative to the control of characteristics compared to the characteristics given in a report of a reference axle test as shown in Appendix 3 to this annex.

| 2. | The term ‘identical’, as used in paragraphs 1.1, 1.2 and 1.3 above, means identical as regards the geometric and mechanical characteristics and the materials used for the components of the vehicle referred to in those paragraphs. |
| --- | --- |

2.

| 3. | Where the foregoing requirements are applied, the communication concerning approval (Annex 2 to this Regulation) shall include the following particulars:






  3.1. | In the case under paragraph 1.1, the approval number of the vehicle subjected to the Type-I and/or Type-II (or Type-IIA) or Type-III test of reference shall be entered. |
| --- | --- | --- |

3.

3.1.

In the case under paragraph 1.1, the approval number of the vehicle subjected to the Type-I and/or Type-II (or Type-IIA) or Type-III test of reference shall be entered.

| 3.2. | In the case under paragraph 1.2, Table I in Appendix 1 to this annex shall be completed; |
| --- | --- |

3.2.

In the case under paragraph 1.2, Table I in Appendix 1 to this annex shall be completed;

| 3.3. | In the case under paragraph 1.3, Table II in Appendix 1 to this annex shall be completed. |
| --- | --- |

3.3.

In the case under paragraph 1.3, Table II in Appendix 1 to this annex shall be completed.

| 3.4. | If paragraph 1.4 is applicable, Table III in Appendix 1 to this annex shall be completed. |
| --- | --- |

3.4.

If paragraph 1.4 is applicable, Table III in Appendix 1 to this annex shall be completed.

| 4. | Where the applicant for approval in a country Party to the Agreement applying this Regulation refers to an approval granted in another country Party to the Agreement applying this Regulation, he shall submit the documentation relating to that approval. |
| --- | --- |

4.

---

(1)  Other brake designs may be approved upon presentation of equivalent information.

APPENDIX 1

Table I

| | Axles of the vehicle | Reference axles |
| --- | --- | --- |
| Mass per axle (1) | Braking force needed at wheels | Speed | Mass per axle (1) | Braking force developed at wheels | Speed |
| kg | N | Km/h | kg | N | km/h |
| Axle 1 | | | | | | |
| Axle 2 | | | | | | |
| Axle 3 | | | | | | |
| Axle 4 | | | | | | |

Axles of the vehicle

Reference axles

Mass per axle (1)

Braking force needed at wheels

Speed

Mass per axle (1)

Braking force developed at wheels

Speed

kg

N

Km/h

kg

N

km/h

Axle 1

Axle 2

Axle 3

Axle 4

Table II

Total mass of the vehicle submitted for approval ...kg

Braking force needed at wheels ... N

Retarding torque needed at main shaft of endurance braking system ... Nm

Retarding torque obtained at main shaft of endurance braking system

(according to diagram) ...Nm

Table III

| | REFERENCE AXLE ...
  (copy attached) |
| --- | --- |

REFERENCE AXLE ...

(copy attached)

| | REPORT No ... |
| --- | --- |

REPORT No ...

| | Date ... |
| --- | --- |

Date ...

| | Type-I | Type-III |
| --- | --- | --- |
| Brake force per axle (N)
  (see paragraph 4.2.1, Appendix 2) |
| Axle 1 | T1 = ... % Pe
   (2) | T1 = ... % Pe |
| Axle 2 | T2 = ... % Pe | T2 = ... % Pe |
| Axle 3 | T3 = ... % Pe | T3 = ... % Pe |
| Predicted actuator stroke (mm)
  (see paragraph 4.3.1.1, Appendix 2) |
| Axle 1 | S1 = ... | s1 = ... |
| Axle 2 | S2 = ... | s2 = ... |
| Axle 3 | S3 = ... | s3 = ... |
| Average output thrust (N)
  (see paragraph 4.3.1.2, Appendix 2) |
| Axle 1 | ThA1 = ... | ThA1 = ... |
| Axle 2 | ThA2 = ... | ThA2 = ... |
| Axle 3 | ThA3 = ... | ThA3 = ... |
| Braking performance (N)
  (see paragraph 4.3.1.4, Appendix 2) |
| Axle 1 | T1 = ... | T1 = ... |
| Axle 2 | T2 = ... | T2 = ... |
| Axle 3 | T3 = ... | T3 = ... |
| | Type-0 subject trailer test result
  (E) | Type-I
  hot (predicted) | Type-III
  hot (predicted) |
| Braking performance of vehicle
  (see paragraph 4.3.2, Appendix 2) | | | |
| Hot braking requirements
  (see paragraphs 1.5.3, 1.6.3 and 1.7.2 of Annex 4) | | ≥ 0,36
  and
  ≥ 0,60 E | ≥ 0,40
  and
  ≥ 0,60 E |

Type-I

Type-III

Brake force per axle (N)

(see paragraph 4.2.1, Appendix 2)

Axle 1

T1 = ... % Pe
   (2)

T1 = ... % Pe

Axle 2

T2 = ... % Pe

T2 = ... % Pe

Axle 3

T3 = ... % Pe

T3 = ... % Pe

Predicted actuator stroke (mm)

(see paragraph 4.3.1.1, Appendix 2)

Axle 1

S1 = ...

s1 = ...

Axle 2

S2 = ...

s2 = ...

Axle 3

S3 = ...

s3 = ...

Average output thrust (N)

(see paragraph 4.3.1.2, Appendix 2)

Axle 1

ThA1 = ...

ThA1 = ...

Axle 2

ThA2 = ...

ThA2 = ...

Axle 3

ThA3 = ...

ThA3 = ...

Braking performance (N)

(see paragraph 4.3.1.4, Appendix 2)

Axle 1

T1 = ...

T1 = ...

Axle 2

T2 = ...

T2 = ...

Axle 3

T3 = ...

T3 = ...

Type-0 subject trailer test result

(E)

Type-I

hot (predicted)

Type-III

hot (predicted)

Braking performance of vehicle

(see paragraph 4.3.2, Appendix 2)

Hot braking requirements

(see paragraphs 1.5.3, 1.6.3 and 1.7.2 of Annex 4)

≥ 0,36

and

≥ 0,60 E

≥ 0,40

and

≥ 0,60 E

---

(1)  Technically permissible maximum mass per axle.

(2)  Pe is the normal static reaction or the road surface on the corresponding Reference Axle.

APPENDIX 2

Alternative procedures for Type-I and Type-III tests for trailer brakes

1.   GENERAL

| 1.1. | In accordance with paragraph 1.4 of this annex, 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. |
| --- | --- |

1.1.

| 1.2. | Tests carried out in accordance with the methods detailed in this appendix shall be deemed to meet the above requirements.






  1.2.1. | Tests carried out according to paragraph 3.5.1 of this appendix from and including Supplement 7 to the 09 series of amendments, which were positive, are deemed to fulfil the provisions of paragraph 3.5.1 of this appendix, as last amended. If use is made of this alternative procedure, the test report shall make reference to the original test report from which the test results are taken for the new updated report. However, new tests have to be carried out to the requirements of the latest amended version of this Regulation. |
| --- | --- | --- |

1.2.

1.2.1.

Tests carried out according to paragraph 3.5.1 of this appendix from and including Supplement 7 to the 09 series of amendments, which were positive, are deemed to fulfil the provisions of paragraph 3.5.1 of this appendix, as last amended. If use is made of this alternative procedure, the test report shall make reference to the original test report from which the test results are taken for the new updated report. However, new tests have to be carried out to the requirements of the latest amended version of this Regulation.

| 1.3. | Tests carried out in accordance with paragraph 3.6 of this appendix and the results reported in section 2 of Appendix 3 or Appendix 4 shall be acceptable as a means of proving compliance with the requirements of paragraph 5.2.2.8.1 of this Regulation. |
| --- | --- |

1.3.

| 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 trailer 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), |
| --- | --- | --- | --- |

1.4.

1.4.1.

In the case of air operated trailer 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. |
| --- | --- |

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 trailer disc brakes no setting requirements are deemed necessary. |
| --- | --- |

1.4.2.

In the case of hydraulically operated trailer disc brakes no setting requirements are deemed necessary.

| 1.4.3. | In the case of hydraulically operated trailer drum brakes the adjustment of the brakes shall be as specified by the manufacturer. |
| --- | --- |

1.4.3.

In the case of hydraulically operated trailer drum brakes the adjustment of the brakes shall be as specified by the manufacturer.

| 1.5. | In the case of trailers 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 paragraph 1.4 above. |
| --- | --- |

1.5.

2.   SYMBOLS AND DEFINITIONS

| P | = | normal reaction of road surface on the axle under static conditions |
| --- | --- | --- |
| C | = | brake input torque |
| Cmax | = | maximum permissible brake input torque |
| CO | = | brake input threshold torque, i.e., minimum input torque necessary to produce a measurable output torque |
| R | = | tyre rolling radius (dynamic) |
| T | = | brake force at tyre/road interface |
| M | = | brake torque = T · R |
| z | = | braking rate = T/P or M/RP |
| s | = | actuator stroke (working stroke plus free stroke) |
| sp | = | see Annex 19, Appendix 7 |
| ThA | = | see Annex 19, Appendix 7 |
| l | = | lever length |
| r | = | radius of brake drums |
| p | = | brake actuation pressure |

P

=

normal reaction of road surface on the axle under static conditions

C

=

brake input torque

Cmax

=

maximum permissible brake input torque

CO

=

brake input threshold torque, i.e., minimum input torque necessary to produce a measurable output torque

R

=

tyre rolling radius (dynamic)

T

=

brake force at tyre/road interface

M

=

brake torque = T · R

z

=

braking rate = T/P or M/RP

s

=

actuator stroke (working stroke plus free stroke)

sp

=

see Annex 19, Appendix 7

ThA

=

see Annex 19, Appendix 7

l

=

lever length

r

=

radius of brake drums

p

=

brake actuation pressure

Note: The reference brake symbols shall have the suffix ‘e’

3.   TEST METHODS

3.1.   Track tests

| 3.1.1. | The brake performance tests should preferably be carried out on a single axle only. |
| --- | --- |

3.1.1.

| 3.1.2. | The results of tests on a combination of axles may be used in accordance with paragraph 1.1 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.

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. |
| --- | --- |

3.1.2.2.

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). |
| --- | --- |

3.1.3.

| 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. |
| --- | --- |

3.1.4.

| 3.1.5. | The initial speed of the test shall be that prescribed. The final speed shall be calculated by the following formula:





  where:







  v1 | = | initial speed (km/h) |
| --- | --- | --- | --- |
| v2 | = | final speed (km/h) |
| Po | = | mass of the towing vehicle (kg) under test conditions |
| P1 | = | part of the mass of the trailer borne by the unbraked axle(s) (kg) |
| P2 | = | part of the mass of the trailer borne by the braked axle(s) (kg). |

3.1.5.

Formula

where:

v1

=

initial speed (km/h)

v2

=

final speed (km/h)

Po

=

mass of the towing vehicle (kg) under test conditions

P1

=

part of the mass of the trailer borne by the unbraked axle(s) (kg)

P2

=

part of the mass of the trailer 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 paragraphs 3.5.2 and 3.5.3 of this appendix. |
| --- | --- |

3.2.1.

| 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.

| 3.2.3. | 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. |
| --- | --- | --- | --- |

3.2.3.

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 0,01. |
| --- | --- |

3.2.4.

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. |
| --- | --- |

3.3.1.

| 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. |
| --- | --- | --- | --- |

3.3.2.

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. |
| --- | --- |

3.3.3.

3.4.   Test conditions

| 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.

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. |
| --- | --- |

3.4.1.2.

A continuous recording of air pressure in the brake actuator.

| 3.4.1.3. | Vehicle speed during the test. |
| --- | --- |

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. |
| --- | --- |

3.4.1.4.

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. |
| --- | --- |

3.4.1.5.

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 paragraph 4.4.2 of Annex 19 of this Regulation.

In the case, that the verification of the brake factor BF and brake threshold torque has been carried out according to paragraph 4.4.3 of Annex 19 of this Regulation, the bedding in procedure for the supplementary cold performance test shall be identical with the procedure used for the verification according to paragraph 4.4.3 of Annex 19.

It is permissible to carry out the cold performance tests after the verification for the brake factor BF in accordance with paragraph 4 of Annex 19 of this Regulation.

It is also permissible to carry out the two fade tests, Type-I and Type- III, one after the other.

Some brake applications according to Annex 19, paragraph 4.4.2.6 may be done between each of the fade tests, and between the verification and the cold performance tests. The quantity of applications is to be declared by the brake manufacturer.

| 3.5.1.1. | 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. |
| --- | --- |

3.5.1.1.

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.

| 3.5.1.2. | Three brake applications are made at the same pressure (p) and at an initial speed equivalent to 40 km/h (in the case of Type-I test) 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, 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. |
| --- | --- |

3.5.1.2.

Three brake applications are made at the same pressure (p) and at an initial speed equivalent to 40 km/h (in the case of Type-I test) 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, 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. |
| --- | --- |

3.5.2.1.

| 3.5.2.2. | A braking rate is maintained at 7 per cent, including the rolling resistance (see paragraph 3.2.4 of this appendix). |
| --- | --- |

3.5.2.2.

| 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. If the test velocity cannot be achieved, then the duration of the test can be lengthened according to paragraph 1.5.2.2 of Annex 4 to this Regulation. |
| --- | --- |

3.5.2.3.

| 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 paragraph 1.5.3 of Annex 4 to this Regulation at an initial speed equivalent to 40 km/h. The brake actuator pressure shall be that used during the Type-0 test. |
| --- | --- |

3.5.2.4.

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 4, paragraph 1.7)

3.5.3.1.2.   Inertia dynamometer test

For the bench test as in Annex 11, Appendix 2, paragraph 3.2 the conditions may be as for the road test according to paragraph 1.7.1 with:

Formula

3.5.3.1.3.   Rolling road dynamometer test

For the bench test as in Annex 11, Appendix 2, paragraph 3.3, the conditions shall be as follows:

| Number of brake applications | 20 |
| --- | --- |
| Duration of braking cycle
  (braking time 25 s and recovery time 35 s) | 60 s |
| Test speed | 30 km/h |
| Braking rate | 0,06 |
| Rolling resistance | 0,01 |

Number of brake applications

20

Duration of braking cycle

(braking time 25 s and recovery time 35 s)

60 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 paragraph 1.7.2 of Annex 4 to this Regulation. 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 paragraphs 3.5.2.4 (Type-I test) or 3.5.3.2 (Type-III test) above, the requirements of paragraph 3.6.3 below shall be verified.

3.6.2.   The following requirements shall apply to an alternative automatic brake adjustment device installed on a brake for which an Appendix 3 test report already exists.

3.6.2.1.   Brake performance

Following heating of the brake(s) carried out in accordance with the procedures defined in paragraphs 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 |
| --- | --- |

(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 per cent of the average thrust (ThA) - see paragraph 2 of Annex 11 - Appendix 2 to this Regulation. |
| --- | --- | --- | --- |

(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 per cent of the average thrust (ThA) - see paragraph 2 of Annex 11 - Appendix 2 to this Regulation.

3.6.2.2.   On completion of the tests defined in paragraph 3.6.2.1 above the requirements of paragraph 3.6.3 below shall be verified.

3.6.3.   Free running test

After completing the tests defined in paragraphs 3.6.1 or 3.6.2 above, 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 trailer/wheel(s) is capable of free running by fulfilling one of the following conditions:

| (a) | Wheels are running freely (i.e. wheels can be rotated by hand). |
| --- | --- |

(a)

Wheels are running freely (i.e. wheels can be rotated by hand).

| (b) | 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. |
| --- | --- |

(b)

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.   Test report

| 3.7.1. | The result of tests carried out in accordance with paragraphs 3.5 and 3.6.1 of this appendix shall be reported on a form, a model of which is shown in Appendix 3 to this annex. |
| --- | --- |

3.7.1.

| 3.7.2. | The brake and the axle shall be identified. Particulars of the brakes, the axle, the technically permissible mass and the number of the corresponding Appendix 3 test report shall be marked on the axle. |
| --- | --- |

3.7.2.

| 3.7.3. | In the case of a brake installed with an alternative brake adjustment device the results of tests carried out in accordance with paragraph 3.6.2 of this appendix shall be reported on a form a model of which is shown in Appendix 4 to this annex. |
| --- | --- |

3.7.3.

4.   VERIFICATION

4.1.   Verification of components

The brake specification of the vehicle to be type approved shall be verified by satisfying each of the following design criteria:

| Item | Criteria |
| --- | --- |
| 4.1.1. | (a) | Brake drum cylindrical section |

Item

Criteria

4.1.1.

(a)

Brake drum cylindrical section

No change allowed

| (b) | Brake drum or brake disc material |
| --- | --- |

(b)

Brake drum or brake disc material

No change allowed

| (c) | Brake drum or brake disc mass |
| --- | --- |

(c)

Brake drum or brake disc mass

May increase up to + 20 per cent from the reference drum or disc mass

4.1.2.

| (a) | Proximity of wheel to outside surface of brake drum or outside diameter of brake disc (dimension E) |
| --- | --- |

(a)

Proximity of wheel to outside surface of brake drum or outside diameter of brake disc (dimension E)

Tolerances to be determined by the Technical Service conducting the tests.

| (b) | Part of brake drum or brake disc not covered by wheel (dimension F) |
| --- | --- |

(b)

Part of brake drum or brake disc not covered by wheel (dimension F)

4.1.3.

| (a) | Brake lining or brake pad material |
| --- | --- |

(a)

Brake lining or brake pad material

No change allowed

| (b) | Brake lining or brake pad width |
| --- | --- |

(b)

Brake lining or brake pad width

| (c) | Brake lining or brake pad thickness |
| --- | --- |

(c)

Brake lining or brake pad thickness

| (d) | Brake lining or brake pad actual surface area |
| --- | --- |

(d)

Brake lining or brake pad actual surface area

| (e) | Brake lining or brake pad method of attachment |
| --- | --- |

(e)

Brake lining or brake pad method of attachment

4.1.4.

Brake geometry (As in Fig. 2A or 2B of Appendix 3 as appropriate)

No change allowed

4.1.5.

Tyre rolling radius (R)

May change subject to the requirements of para. 4.3.1.4 of this appendix

4.1.6.

| (a) | Average thrust (THA) |
| --- | --- |

(a)

Average thrust (THA)

May change provided that the predicted performance meets the requirements of para. 4.3 of this appendix

| (b) | Actuation stroke (s) |
| --- | --- |

(b)

Actuation stroke (s)

| (c) | Actuation lever length (l) |
| --- | --- |

(c)

Actuation lever length (l)

| (d) | Actuation pressure (p) |
| --- | --- |

(d)

Actuation pressure (p)

4.1.7.

Static mass (P)

P shall not exceed Pe, (see para. 2)

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 Annex 11 – Appendix 3, paragraphs 2.1 and 2.2, which were taken as a basis for the test of the reference brake. |
| --- | --- |

4.2.1.

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 trailer is determined as follows:






  4.3.1.1. | The predicted actuator stroke (s) of the subject brake is calculated as follows:





  This value shall not exceed sp. Where sp has been verified and reported in accordance with the procedure defined in item 2 of Annex 19 to this Regulation and may only be applied within the pressure range recorded in paragraph 3.3.1 of the test report defined in Appendix 1 of Annex 19. |
| --- | --- | --- |

4.3.1.

4.3.1.1.

The predicted actuator stroke (s) of the subject brake is calculated as follows:

Formula

This value shall not exceed sp. Where sp has been verified and reported in accordance with the procedure defined in item 2 of Annex 19 to this Regulation and may only be applied within the pressure range recorded in paragraph 3.3.1 of the test report defined in Appendix 1 of Annex 19.

| 4.3.1.2. | The average thrust output (ThA) of the actuator fitted to the subject brake at the pressure specified in paragraph 4.3.1 above is measured. |
| --- | --- |

4.3.1.2.

The average thrust output (ThA) of the actuator fitted to the subject brake at the pressure specified in paragraph 4.3.1 above is measured.

| 4.3.1.3. | The brake input torque (C) is then calculated as follows:
  C = ThA · l

  C shall not exceed Cmax. |
| --- | --- |

4.3.1.3.

The brake input torque (C) is then calculated as follows:

C = ThA · l

C shall not exceed Cmax.

| 4.3.1.4. | The predicted brake performance for the subject brake is given by:





  R shall not be less than 0,8 Re. |
| --- | --- |

4.3.1.4.

The predicted brake performance for the subject brake is given by:

Formula

R shall not be less than 0,8 Re.

| 4.3.2. | The predicted brake performance for the subject trailer is given by: |
| --- | --- |

4.3.2.

Formula

| 4.3.3. | The hot performances following the Type-I or Type-III tests shall be determined in accordance with paragraphs 4.3.1.1 to 4.3.1.4. The resulting predictions given by paragraph 4.3.2 above shall satisfy the requirements of this Regulation for the subject trailer. The value used for:

  ‘the figure recorded in the Type-0 test as prescribed in paragraph 1.5.3 or 1.7.2 of Annex 4’

  shall be the figure recorded in the Type-0 test of the subject trailer. |
| --- | --- |

4.3.3.

‘the figure recorded in the Type-0 test as prescribed in paragraph 1.5.3 or 1.7.2 of Annex 4’

shall be the figure recorded in the Type-0 test of the subject trailer.

APPENDIX 3

Model test report form as prescribed in paragraphs 3.7.1 and 3.7.2 of Appendix 2 to this Annex

TEST REPORT No ...

1.   IDENTIFICATION

| 1.1. | Axle:
  Manufacturer (name and address)
  Make ...
  Type ...
  Model ...
  Technically permissible axle load (Pe) ...daN |
| --- | --- |

1.1.

Manufacturer (name and address)

Make ...

Type ...

Model ...

Technically permissible axle load (Pe) ...daN

| 1.2. | Brake:
  Manufacturer (name and address)
  Make ...
  Type ...
  Model ...
  Technically permissible brake input torque Cmax ...
  Automatic adjustment device: integrated/non-integrated (1)

  Brake drum or brake disc (1)

  Internal diameter of drum or outside diameter of disc (1) ...
  Effective radius ...
  Thickness (2) ...
  Mass ...
  Material ...
  Brake lining or pad (1):
  Manufacturer ...
  Type ...
  Identification (shall be visible when the lining/pad is mounted on the brake shoe/backing plate) ...
  ...
  Width ...
  Thickness ...
  Surface area ...
  Method of attachment ...
  Brake geometry, attach dimension drawing as follows:
  Drum brakes see fig. 2A of this appendix
  Disc brakes see fig. 2B of this appendix |
| --- | --- |

1.2.

Manufacturer (name and address)

Make ...

Type ...

Model ...

Technically permissible brake input torque Cmax ...

Automatic adjustment device: integrated/non-integrated (1)

Brake drum or brake disc (1)

Internal diameter of drum or outside diameter of disc (1) ...

Effective radius ...

Thickness (2) ...

Mass ...

Material ...

Brake lining or pad (1):

Manufacturer ...

Type ...

Identification (shall be visible when the lining/pad is mounted on the brake shoe/backing plate) ...

...

Width ...

Thickness ...

Surface area ...

Method of attachment ...

Brake geometry, attach dimension drawing as follows:

Drum brakes see fig. 2A of this appendix

Disc brakes see fig. 2B of this appendix

| 1.3. | Wheel(s):
  Single/Twin (1)

  Rim diameter (D) ...
  (Attach dimensioned drawing as in figure 1A or 1B of this appendix, as appropriate) |
| --- | --- |

1.3.

Single/Twin (1)

Rim diameter (D) ...

(Attach dimensioned drawing as in figure 1A or 1B of this appendix, as appropriate)

| 1.4. | Tyres:
  Reference rolling radius (Re) at reference reaction (Pe) ... |
| --- | --- |

1.4.

Reference rolling radius (Re) at reference reaction (Pe) ...

| 1.5. | Actuator:
  Manufacturer ...
  Type (cylinder/diaphragm) (1) ...
  Model ...
  Lever length (le) ... |
| --- | --- |

1.5.

Manufacturer ...

Type (cylinder/diaphragm) (1) ...

Model ...

Lever length (le) ...

| 1.6. | Automatic brake adjustment device (not applicable in the case of integrated automatic brake adjustment device) (3)

  Manufacturer (name and address): ...
  Make: ...
  Type: ...
  Version: ... |
| --- | --- |

1.6.

Manufacturer (name and address): ...

Make: ...

Type: ...

Version: ...

2.   RECORD OF TEST RESULTS

(corrected to take account of rolling resistance of 0,01. Pe)

Track test/Inertia dynamometer/Rolling road dynamometer test (1)

| 2.1. | In the case of vehicles of categories O2 and O3:









  Test type: | 0 | I |
| --- | --- | --- | --- |
| Annex 11, Appendix 2, para.: | 3.5.1.2 | 3.5.2.2/3.5.2.3 | 3.5.2.4 |
| Test speed | km/h | 40 | 40 | 40 |
| Brake actuator pressure pe | kPa | — | — | — |
| Braking time | min | | 2,55 | — |
| Brake force developed Te | N | | | |
| Brake efficiency Te/9,81Pe (Pe in kg) | — | | | |
| Actuator stroke se | mm | | — | |
| Brake input torque Ce | Nm | | — | |
| Brake input threshold torque Co,e | Nm | | — | |

2.1.

Test type:

0

I

Annex 11, Appendix 2, para.:

3.5.1.2

3.5.2.2/3.5.2.3

3.5.2.4

Test speed

km/h

40

40

40

Brake actuator pressure pe

kPa

—

—

—

Braking time

min

2,55

—

Brake force developed Te

N

Brake efficiency Te/9,81Pe (Pe in kg)

—

Actuator stroke se

mm

—

Brake input torque Ce

Nm

—

Brake input threshold torque Co,e

Nm

—

| 2.2. | In the case of vehicles of category O4:









  Test type: | 0 | III |
| --- | --- | --- | --- |
| Annex 11, Appendix 2, para.: | 3.5.1.2 | 3.5.3.1 | 3.5.3.2 |
| Test speed initial | km/h | 60 | | 60 |
| final | km/h | | | |
| Brake actuator pressure pe | kPa | | — | |
| Number of brake applications | — | — | 20 | — |
| Duration of braking cycle | s | — | 60 | — |
| Brake force developed Te | N | | | |
| Brake efficiency Te/9,81Pe (Pe in kg) | — | | | |
| Actuator stroke se | mm | | — | |
| Brake input torque Ce | Nm | | — | |
| Brake input threshold torque Co,e | Nm | | — | |

2.2.

Test type:

0

III

Annex 11, Appendix 2, para.:

3.5.1.2

3.5.3.1

3.5.3.2

Test speed initial

km/h

60

60

final

km/h

Brake actuator pressure pe

kPa

—

Number of brake applications

—

—

20

—

Duration of braking cycle

s

—

60

—

Brake force developed Te

N

Brake efficiency Te/9,81Pe (Pe in kg)

—

Actuator stroke se

mm

—

Brake input torque Ce

Nm

—

Brake input threshold torque Co,e

Nm

—

| 2.3. | This item is to be completed only when the brake has been subject to the test procedure defined in paragraph 4 of Annex 19 to this Regulation to verify the cold performance characteristics of the brake by means of the brake factor (BF), where this brake factor is defined as: input to output amplification ratio of the brake. |
| --- | --- |

2.3.

| 2.3.1. | Brake factor BF: ... |
| --- | --- |

2.3.1.

3.   PERFORMANCE OF THE AUTOMATIC BRAKE ADJUSTMENT DEVICE (if applicable)

| 3.1. | Free running according to paragraph 3.6.3 of Annex 11, Appendix 2: yes/no (1) |
| --- | --- |

3.1.

4.   This test has been carried out and the results reported in accordance with Appendix 2 to Annex 11 and where appropriate paragraph 4 of Annex 19 to Regulation No 13 as last amended by the ... series of amendments

Technical Service (4) carrying out the test

Signed: ... Date: ...

5.   Approval Authority (4)

Signed: ... Date: ...

6.   At the end of test defined in paragraph 3.6 of Annex 11, Appendix 2 (3), the requirements of paragraph 5.2.2.8.1 of Regulation No 13 were deemed to be fulfilled/not fulfilled (1)

Signed: ... Date: ...

Figure 1A

| Drum width
  (Xe) | Reaction
  (Pe) | Tyre | Rim | Be

  (mm) | Re

  (mm) | De

  (mm) | Ee

  (mm) | Fe

  (mm) |
| --- | --- | --- | --- | --- | --- | --- | --- | --- |
| | | | | | | | | |

Drum width

(Xe)

Reaction

(Pe)

Tyre

Rim

Be

(mm)

Re

(mm)

De

(mm)

Ee

(mm)

Fe

(mm)

Figure 1B

| Be
  (mm) | De
  (mm) | Ee
  (mm) | Fe
  (mm) | Re
  (mm) |
| --- | --- | --- | --- | --- |
| | | | | |

Be

(mm)

De

(mm)

Ee

(mm)

Fe

(mm)

Re

(mm)

Figure 2A

Brake geometry

l = variable possible lengths (mm)

All dimensions in mm except αoe, α1e and Fe.

Fe = useful braking surface per brake (cm2).

| Type of brake | ae | he | ce | de | ee | αoe | α1e | be | re | Fe | S1e | S2e | S3e |
| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- | --- |
| | | | | | | | | | | | | | |

Type of brake

ae

he

ce

de

ee

αoe

α1e

be

re

Fe

S1e

S2e

S3e

Figure 2B

| le
  (mm) | ee
  (mm) | de
  (mm) | xe
  (mm) | re
  (mm) | be
  (mm) | Fe
  (cm2) |
| --- | --- | --- | --- | --- | --- | --- |
| | | | | | | |

le

(mm)

ee

(mm)

de

(mm)

xe

(mm)

re

(mm)

be

(mm)

Fe

(cm2)

---

(1)  Strike out what does not apply.

(2)  Applies to disc brakes only.

(3)  Only to be completed when an automatic brake wear adjustment device is installed.

(4)  To be signed by different persons even when the Technical Service and Approval Authority are the same or alternatively, a separate Approval Authority authorization is issued with the report.

APPENDIX 4

Model test report form for an alternative automatic brake adjustment device as prescribed in paragraph 3.7.3 of Appendix 2 to this Annex

TEST REPORT No ...

1.   IDENTIFICATION

| 1.1. | Axle:
  Make: ...
  Type: ...
  Model: ...
  Technically permissible axle load (Pe) ...daN
  Annex 11, Appendix 3, Test Report No ... |
| --- | --- |

1.1.

Make: ...

Type: ...

Model: ...

Technically permissible axle load (Pe) ...daN

Annex 11, Appendix 3, Test Report No ...

| 1.2. | Brake:
  Make: ...
  Type: ...
  Model: ...
  Brake lining: ...
  Make/Type: ... |
| --- | --- |

1.2.

Make: ...

Type: ...

Model: ...

Brake lining: ...

Make/Type: ...

| 1.3. | Actuation: ...
  Manufacturer: ...
  Type (cylinder/diaphragm) (1): ...
  Model: ...
  Lever length (l): ...mm |
| --- | --- |

1.3.

Manufacturer: ...

Type (cylinder/diaphragm) (1): ...

Model: ...

Lever length (l): ...mm

| 1.4. | Automatic brake adjustment device:
  Manufacturer (name and address): ...
  Make: ...
  Type: ...
  Version: ... |
| --- | --- |

1.4.

Manufacturer (name and address): ...

Make: ...

Type: ...

Version: ...

2.   RECORD OF TEST RESULTS

| 2.1. | Performance of the automatic brake adjustment device |
| --- | --- |

2.1.

| 2.1.1. | Hot performance of service braking systems determined according to the test defined in paragraph 3.6.2.1(a) of Annex 11, Appendix 2: ...per cent
  or
  Actuator stroke sA determined according to the test defined in paragraph 3.6.2.1(b) of Annex 11, Appendix 2: ...mm |
| --- | --- |

2.1.1.

or

Actuator stroke sA determined according to the test defined in paragraph 3.6.2.1(b) of Annex 11, Appendix 2: ...mm

| 2.1.2. | Free running according to paragraph 3.6.3 of Annex 11, Appendix 2: yes/no (1) |
| --- | --- |

2.1.2.

3.   Name of Technical Service/Type Approval Authority (1) conducting the test:

...

4.   Date of test: ...

5.   This test has been carried out and the results reported in accordance with Annex 11, Appendix 2, paragraph 3.6.2 to Regulation No 13 as last amended by the ... series of amendments.

6.   At the end of test defined in item 5 above the requirements of paragraph 5.2.2.8.1 of Regulation No 13 were deemed to be: Fulfilled/Not fulfilled (1)

7.   Technical Service (2) carrying out the test

Signed: ... Date: ...

8.   Approval Authority (2)

Signed: ... Date: ...

---

(1)  Strike out what does not apply.

(2)  To be signed by different persons even when the Technical Service and Approval Authority are the same or alternatively a separate Approval Authority authorization issued with the report.

---

ANNEX 12

Conditions governing the testing of vehicles equipped with inertia (overrun) braking systems

1.   GENERAL PROVISIONS

1.1.   The inertia (overrun) braking system of a trailer comprises the control device, the transmission and the wheel brakes, hereinafter called ‘brakes’.

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.   The ‘brake’ is the part in which the forces opposing the movement of the vehicle develop. The first part of the brake is either the lever actuating the brake cam or similar components (mechanical-transmission inertia braking system), or the brake cylinder (hydraulic-transmission inertia braking system).

1.5.   Braking systems in which accumulated energy (e.g. electric, pneumatic or hydraulic energy) is transmitted to the trailer by the towing vehicle and is controlled only by the thrust on the coupling do not constitute inertia braking systems within the meaning of this Regulation.

1.6.   Tests

| 1.6.1. | Determination of essential components of the brake. |
| --- | --- |

1.6.1.

| 1.6.2. | Determination of essential components of the control device and verification of the latter's conformity with the provisions of this Regulation. |
| --- | --- |

1.6.2.

| 1.6.3. | Checking on the vehicle:






  (a) | the compatibility of the control device and the brake; and |
| --- | --- | --- |

1.6.3.

(a)

the compatibility of the control device and the brake; and

| (b) | the transmission. |
| --- | --- |

(b)

the transmission.

2.   SYMBOLS AND DEFINITIONS

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 to this annex)

| 2.2.1. | GA | : | trailer's technically permissible ‘maximum mass’ as declared by the manufacturer; |
| --- | --- | --- | --- |
| 2.2.2. | G′A | : | trailer's ‘maximum mass’ capable of being braked by the control device, as declared by the manufacturer; |
| 2.2.3. | GB | : | trailer's ‘maximum mass’ capable of being braked by joint operation of all of the trailer's brakes
  GB = n · GBo; |
| 2.2.4. | GBo | : | fraction of trailer'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 to this annex); |
| 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 per cent, 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 per cent 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 in millimetres; |
| 2.2.18. | s′ | : | effective (useful) travel of control in millimetres, determined as required by paragraph 9.4 of this annex; |
| 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 to this annex; |
| 2.2.19.2. | s′′Hz | : | spare travel of the master cylinder in millimetres at piston rod, according to figure 8; |
| 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. | 2sB
  - | : | minimum brake shoe centre lift (minimum brake shoe application travel) (in millimetres) for wheel brakes with drum brakes





  2r being the diameter of the brake drum in millimetres; (see Appendix 1, Figure 4, to this annex).
  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 max. tyre radius. |

2.2.1.

GA

:

trailer's technically permissible ‘maximum mass’ as declared by the manufacturer;

2.2.2.

G′A

:

trailer's ‘maximum mass’ capable of being braked by the control device, as declared by the manufacturer;

2.2.3.

GB

:

trailer's ‘maximum mass’ capable of being braked by joint operation of all of the trailer's brakes

GB = n · GBo;

2.2.4.

GBo

:

fraction of trailer'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 to this annex);

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 per cent, 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 per cent 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 in millimetres;

2.2.18.

s′

:

effective (useful) travel of control in millimetres, determined as required by paragraph 9.4 of this annex;

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 to this annex;

2.2.19.2.

s′′Hz

:

spare travel of the master cylinder in millimetres at piston rod, according to figure 8;

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.

2sB
  *

:

minimum brake shoe centre lift (minimum brake shoe application travel) (in millimetres) for wheel brakes with drum brakes

Formula

2r being the diameter of the brake drum in millimetres; (see Appendix 1, Figure 4, to this annex).

For wheel brakes with disc brakes with hydraulic transmission

Formula

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 max. tyre radius.

and

| 2rA | = | outer diameter of brake disc. |
| --- | --- | --- |

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 in paragraph 5 of Appendix 3. This braking torque shall produce at least the prescribed braking force B*;

2.2.23.1.

MT

:

Test braking torque in the case when no overload protector is fitted (according to paragraph 6.2.1 below);

2.2.24.

R

:

dynamic tyre rolling radius (m);

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 trailer moves rearward (including rolling resistance = 0,01 · g · GBo);

2.2.27.

sr

:

Maximum permissible travel at the brake control lever when the trailer moves rearward;

2.2.28.

Vr

:

Maximum permissible fluid volume absorbed by one braking wheel when the trailer moves rearward;

2.3.   Symbols valid for mechanical-transmission braking systems (see Figure 5 of Appendix 1 to this annex);

| 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 to this annex); |
| 2.3.5. | P | : | force applied to the brake control lever; (see Figure 4 of Appendix 1 to this annex); |
| 2.3.6. | Po | : | Brake-retraction force when the trailer 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 to this annex); |
| 2.3.6.1. | Por | : | brake-retraction force when the trailer moves rearward (see Figure 6 of Appendix 1 to this annex); |
| 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 paragraph 6.2.1; |
| 2.3.9. | ρ | : | characteristic of the brake when the trailer moves forward as defined from:
  M = ρ (P – Po) |
| 2.3.9.1. | ρr | : | characteristic of the brake when the trailer moves rearward as defined from:
  Mr = ρr (Pr – Por) |

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 to this annex);

2.3.5.

P

:

force applied to the brake control lever; (see Figure 4 of Appendix 1 to this annex);

2.3.6.

Po

:

Brake-retraction force when the trailer 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 to this annex);

2.3.6.1.

Por

:

brake-retraction force when the trailer moves rearward (see Figure 6 of Appendix 1 to this annex);

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 paragraph 6.2.1;

2.3.9.

ρ

:

characteristic of the brake when the trailer moves forward as defined from:

M = ρ (P – Po)

2.3.9.1.

ρr

:

characteristic of the brake when the trailer moves rearward as defined from:

Mr = ρr (Pr – Por)

2.4.   Symbols valid for hydraulic-transmission braking systems (see Figure 8 of Appendix 1 to this annex)

| 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 trailer 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 to this annex); |
| 2.4.6.1. | por | : | brake retraction pressure when the trailer moves rearward (see Figure 7 of Appendix 1 to this annex); |
| 2.4.7. | p* | : | Hydraulic pressure in the brake cylinder to produce the braking force B*; |
| 2.4.8. | pT | : | Test pressure according to paragraph 6.2.1: |
| 2.4.9. | ρ′ | : | characteristic of the brake when the trailer moves forward as defined from:
  M = ρ′ (p – po) |
| 2.4.9.1. | ρ′r | : | characteristic of the brake when the trailer moves rearward as defined from:
  Mr = ρ′r (pr – por) |

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 trailer 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 to this annex);

2.4.6.1.

por

:

brake retraction pressure when the trailer moves rearward (see Figure 7 of Appendix 1 to this annex);

2.4.7.

p*

:

Hydraulic pressure in the brake cylinder to produce the braking force B*;

2.4.8.

pT

:

Test pressure according to paragraph 6.2.1:

2.4.9.

ρ′

:

characteristic of the brake when the trailer moves forward as defined from:

M = ρ′ (p – po)

2.4.9.1.

ρ′r

:

characteristic of the brake when the trailer 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 paragraph 6.2.2.2) |
| 2.5.4. | Pop_min | : | Force applied to the brake at which the overload protector is activated (according to paragraph 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 paragraph 6.2.2.3) |
| 2.5.6. | pop_min | : | Pressure applied to the brake at which the overload protector is activated (according to paragraph 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 paragraph 6.2.2.3) |
| 2.5.8. | PTop | : | Minimum test brake force in the case when an overload protector is fitted (according to paragraph 6.2.2.2) |
| 2.5.9. | pTop | : | Minimum test brake pressure in the case when an overload protector is fitted (according to paragraph 6.2.2.2) |

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 paragraph 6.2.2.2)

2.5.4.

Pop_min

:

Force applied to the brake at which the overload protector is activated (according to paragraph 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 paragraph 6.2.2.3)

2.5.6.

pop_min

:

Pressure applied to the brake at which the overload protector is activated (according to paragraph 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 paragraph 6.2.2.3)

2.5.8.

PTop

:

Minimum test brake force in the case when an overload protector is fitted (according to paragraph 6.2.2.2)

2.5.9.

pTop

:

Minimum test brake pressure in the case when an overload protector is fitted (according to paragraph 6.2.2.2)

3.   GENERAL REQUIREMENTS

| 3.1. | The transmission of force from the coupling head to the trailer'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. |
| --- | --- |

3.1.

| 3.2. | All bolts at joints shall be adequately protected. In addition, these joints shall be either self-lubricating or readily accessible for lubrication. |
| --- | --- |

3.2.

| 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. |
| --- | --- |

3.3.

| 3.4. | The inertia braking system shall allow the trailer to be reversed with the towing vehicle without imposing a sustained drag force exceeding 0,08 g · GA. Devices used for this purpose shall act automatically and disengage automatically when the trailer moves forward. |
| --- | --- |

3.4.

| 3.5. | Any special device incorporated for the purpose of paragraph 3.4 of this annex shall be such that the parking performance when facing up a gradient shall not be adversely affected. |
| --- | --- |

3.5.

| 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 wheel brake) where the force P* or the pressure p* corresponds to a braking force of B* = 0,5 · g · GBo. |
| --- | --- |

3.6.

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 trailer is coupled. |
| --- | --- |

4.1.

| 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. |
| --- | --- |

4.2.

| 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. |
| --- | --- |

4.3.

| 4.4. | The maximum insertion force D1 may not exceed 0,10 g · G′A in trailers with rigid drawbars and 0,067 g · G′A in multi-axled trailers with pivoted drawbars. |
| --- | --- |

4.4.

| 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. |
| --- | --- |

4.5.

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 of paragraphs 3 and 4 of this annex. |
| --- | --- |

5.1.

| 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.

5.2.1.

travel s and effective travel s′;

| 5.2.2. | supplementary force K; |
| --- | --- |

5.2.2.

supplementary force K;

| 5.2.3. | force threshold KA; |
| --- | --- |

5.2.3.

force threshold KA;

| 5.2.4. | insertion force D1: |
| --- | --- |

5.2.4.

insertion force D1:

| 5.2.5. | tractive force D2. |
| --- | --- |

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.

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





  (see Figure 2 of Appendix 1 to this annex) |
| --- | --- |

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

Formula

(see Figure 2 of Appendix 1 to this annex)

| 5.4. | In the case of hydraulic-transmission inertia braking systems, the following should be determined:






  5.4.1. | the reduction ratio ih measured at the mid-travel position of the control; |
| --- | --- | --- |

5.4.

5.4.1.

the reduction ratio ih measured at the mid-travel position of the control;

| 5.4.2. | the master cylinder output pressure p as a function of the thrust D on the drawbars 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





  (see Figure 3 of Appendix 1 to this annex); |
| --- | --- |

5.4.2.

the master cylinder output pressure p as a function of the thrust D on the drawbars 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

Formula

(see Figure 3 of Appendix 1 to this annex);

| 5.4.3. | the spare travel of the master cylinder s′′, as referred to in paragraph 2.2.19 of this annex. |
| --- | --- |

5.4.3.

the spare travel of the master cylinder s′′, as referred to in paragraph 2.2.19 of this annex.

| 5.4.4. | surface area FHZ of the piston in the master cylinder. |
| --- | --- |

5.4.4.

surface area FHZ of the piston in the master cylinder.

| 5.4.5. | stroke sHz of the master cylinder (in millimetres). |
| --- | --- |

5.4.5.

stroke sHz of the master cylinder (in millimetres).

| 5.4.6. | spare travel s′′Hz 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 trailers with pivoted drawbars, the loss of travel so referred to in paragraph 9.4.1 of this annex should be measured. |
| --- | --- |

5.5.

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 defined in paragraph 2.2.4 of this annex.

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 (overrun) 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. |
| --- | --- |

6.2.1.

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 (overrun) 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.

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* |
| --- | --- |

6.2.2.2.

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. |
| --- | --- |

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 paragraph 6 of this annex.

7.2.   The following should be determined:

| 7.2.1. | The minimum brake-shoe lift (minimum brake-shoe application travel), 2sB*; |
| --- | --- |

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*); |
| --- | --- |

7.2.2.

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 to this annex) |
| --- | --- |

7.3.1.

Reduction ratio ig (see Figure 4 of Appendix 1 to this annex)

| 7.3.2. | Force P* for braking torque M* |
| --- | --- |

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 60 km/h when the trailer moves forward and 6 km/h when the trailer moves rearward. The following shall be derived from the curve obtained from these measurements (see Figure 6 of Appendix 1 to this annex):






  7.3.3.1. | The brake-retraction force Po and the characteristic value when the trailer moves forward |
| --- | --- | --- |

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 60 km/h when the trailer moves forward and 6 km/h when the trailer moves rearward. The following shall be derived from the curve obtained from these measurements (see Figure 6 of Appendix 1 to this annex):

7.3.3.1.

The brake-retraction force Po and the characteristic value when the trailer moves forward

| 7.3.3.2. | The brake-retraction force Por and the characteristic value r when the trailer moves rearward |
| --- | --- |

7.3.3.2.

The brake-retraction force Por and the characteristic value r when the trailer moves rearward

| 7.3.3.3. | Maximum braking torque Mr up to the maximum permissible travel sr when the trailer moves rearward (see Figure 6 of Appendix 1 to this annex) |
| --- | --- |

7.3.3.3.

Maximum braking torque Mr up to the maximum permissible travel sr when the trailer moves rearward (see Figure 6 of Appendix 1 to this annex)

| 7.3.3.4. | Maximum permissible travel at the brake control lever when the trailer moves rearward (see Figure 6 of Appendix 1 to this annex). |
| --- | --- |

7.3.3.4.

Maximum permissible travel at the brake control lever when the trailer moves rearward (see Figure 6 of Appendix 1 to this annex).

7.4.   In the case of hydraulic brakes, the following should be determined:

| 7.4.1. | Reduction ratio ig′ (see Figure 8 of Appendix 1 to this annex) |
| --- | --- |

7.4.1.

Reduction ratio ig′ (see Figure 8 of Appendix 1 to this annex)

| 7.4.2. | Pressure p* for braking torque M* |
| --- | --- |

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 60 km/h when the trailer moves forward and 6 km/h when the trailer moves rearward. The following shall be derived from the curve obtained from these measurements (see Figure 7 of Appendix 1 to this annex):






  7.4.3.1. | The retraction pressure po and the characteristic ρ′ when the trailer moves forward |
| --- | --- | --- |

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 60 km/h when the trailer moves forward and 6 km/h when the trailer moves rearward. The following shall be derived from the curve obtained from these measurements (see Figure 7 of Appendix 1 to this annex):

7.4.3.1.

The retraction pressure po and the characteristic ρ′ when the trailer moves forward

| 7.4.3.2. | The retraction pressure por and the characteristic ρ′r when the trailer moves rearward |
| --- | --- |

7.4.3.2.

The retraction pressure por and the characteristic ρ′r when the trailer moves rearward

| 7.4.3.3. | Maximum braking torque Mr up to the maximum permissible fluid volume Vr when the trailer moves rearward (see Figure 7 of Appendix 1 to this annex) |
| --- | --- |

7.4.3.3.

Maximum braking torque Mr up to the maximum permissible fluid volume Vr when the trailer moves rearward (see Figure 7 of Appendix 1 to this annex)

| 7.4.3.4. | Maximum permissible fluid volume Vr absorbed by one braking wheel when the trailer moves rearward (see figure 7 of Appendix 1). |
| --- | --- |

7.4.3.4.

Maximum permissible fluid volume Vr absorbed by one braking wheel when the trailer moves rearward (see figure 7 of Appendix 1).

| 7.4.4. | Surface area FRZ of the piston in the brake cylinder. |
| --- | --- |

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 4, paragraph 1.5 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 4, paragraphs 1.5.2 and 1.5.3. |
| --- | --- |

7.5.1.

| 7.5.2. | The alternative procedure for the Type-I test shall be carried out in accordance with the provisions laid down in Annex 11, Appendix 2, paragraph 3.5.2 (in analogy also applicable for disc brakes). |
| --- | --- |

7.5.2.

8.   TEST REPORTS

Applications for the approval of trailers 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 trailer, these reports including at least the particulars prescribed in Appendices 2, 3, and 4 to this annex.

9.   COMPATIBILITY BETWEEN THE CONTROL DEVICE AND THE BRAKES OF A VEHICLE

9.1.   A check shall be made on the vehicle to verify in the light of the characteristics of the control device (Appendix 2), the characteristics of the brakes (Appendix 3), and the trailer characteristics referred to in paragraph 4 of Appendix 4 to this annex, whether the trailer's inertia braking system meets the prescribed requirements.

9.2.   General checks for all types of brakes

9.2.1.   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 Appendix 4 to this annex (e.g., iH1 and ηH1).

9.2.2.   Mass

| 9.2.2.1. | The maximum mass GA of the trailer shall not exceed the maximum mass G′A for which the control device is authorized. |
| --- | --- |

9.2.2.1.

| 9.2.2.2. | The maximum mass GA of the trailer shall not exceed the maximum mass GB which can be braked by joint operation of all of the trailer's brakes. |
| --- | --- |

9.2.2.2.

9.2.3.   Forces

| 9.2.3.1. | The force threshold KA shall not be below 0,02 g · GA and not above 0,04 g · GA. |
| --- | --- |

9.2.3.1.

| 9.2.3.2. | The maximum insertion force D1 may not exceed 0,10 g · GA in trailers with rigid drawbar and 0,067 g · GA in multi-axled trailers with pivoted drawbar. |
| --- | --- |

9.2.3.2.

| 9.2.3.3. | The maximum tractive force D2 shall be between 0,1 g · GA and 0,5 g · GA. |
| --- | --- |

9.2.3.3.

9.3.   Check of braking efficiency

| 9.3.1. | The sum of the braking forces exerted on the circumference of the trailer wheels shall not be less than B* = 0,50 g · GA, including a rolling resistance of 0,01 g · GA: this corresponds to a braking force B of 0,49 g · GA. In this case, the maximum permissible thrust on the coupling shall be:






  D* = 0,067 g · GA | in the case of multi-axled trailers with pivoted drawbar; and |
| --- | --- | --- |
| D* = 0,10 g · GA | in the case of trailers with rigid drawbar. |

9.3.1.

D* = 0,067 g · GA

in the case of multi-axled trailers with pivoted drawbar; and

D* = 0,10 g · GA

in the case of trailers with rigid drawbar.

To check whether these conditions are complied with the following inequalities shall be applied:

| 9.3.1.1. | In mechanical-transmission inertia braking systems: |
| --- | --- |

9.3.1.1.

In mechanical-transmission inertia braking systems:

Formula

| 9.3.1.2. | In hydraulic-transmission inertia braking systems: |
| --- | --- |

9.3.1.2.

In hydraulic-transmission inertia braking systems:

Formula

9.4.   Check of control travel

| 9.4.1. | In control devices for multi-axled trailers with pivoted drawbars where the brake rod linkage depends on the position of the towing device, the control travel s shall be longer than the effective (useful) control 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′. |
| --- | --- |

9.4.1.

| 9.4.2. | The effective (useful) travel of control s′ shall be determined for single and multi-axle trailers as follows:






  9.4.2.1. | if the brake rod linkage is affected by the angular position of the towing device, then:
  s′ = s – so; |
| --- | --- | --- |

9.4.2.

9.4.2.1.

if the brake rod linkage is affected by the angular position of the towing device, then:

s′ = s – so;

| 9.4.2.2. | if there is no loss of travel, then:
  s′ = s; |
| --- | --- |

9.4.2.2.

if there is no loss of travel, then:

s′ = s;

| 9.4.2.3. | in hydraulic braking systems:
  s′ = s – s′′. |
| --- | --- |

9.4.2.3.

in hydraulic braking systems:

s′ = s – s′′.

| 9.4.3. | The following inequalities shall be applied to check whether control travel is adequate;






  9.4.3.1. | In mechanical-transmission inertia braking systems: |
| --- | --- | --- |

9.4.3.

9.4.3.1.

In mechanical-transmission inertia braking systems:

Formula

| 9.4.3.2. | in hydraulic-transmission inertia braking systems: |
| --- | --- |

9.4.3.2.

in hydraulic-transmission inertia braking systems:

Formula

9.5.   Additional checks

| 9.5.1. | 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. |
| --- | --- |

9.5.1.

| 9.5.2. | 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. |
| --- | --- |

9.5.2.

| 9.5.3. | 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. |
| --- | --- |

9.5.3.

10.   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 trailer'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

Figure 1

Symbols valid for all types of brakes

(See paragraph 2.2 of this annex)

Figure 2

Mechanical-transmission

(See paragraphs 2.2.10 and 5.3.2 of this annex)

Formula

Figure 3

Hydraulic-transmission

(See paragraphs 2.2.10 and 5.4.2 of this annex)

Formula

Figure 4

Brake checks

(See paragraphs 2.2.22 and 2.3.4 of this annex)

Image 29

Figure 5

Mechanical-transmission braking system

(See paragraph 2.3 of this annex)

Image 30

Figure 6

Mechanical brake

(see paragraph 2 of this annex)

Image 31

Figure 7

Hydraulic brake

(see paragraph 2 of this annex)

Image 32

Figure 8

Hydraulic-transmission braking system

(see paragraph 2 of this annex)

Image 33

APPENDIX 2

TEST REPORT ON INERTIA-BRAKING SYSTEM CONTROL DEVICE

| 1. | Manufacturer ... |
| --- | --- |

1.

| 2. | Make ... |
| --- | --- |

2.

| 3. | Type ... |
| --- | --- |

3.

| 4. | Characteristics of trailers for which control device intended by the manufacturer: |
| --- | --- |

4.

| 4.1. | mass G′A = ...kg |
| --- | --- |

4.1.

| 4.2. | permissible static vertical force at towing-device head ... N |
| --- | --- |

4.2.

| 4.3. | trailer with rigid drawbar/multi-axled trailer with pivoted drawbar (1) |
| --- | --- |

4.3.

| 5. | Brief description
  (List of attached plans and dimensioned drawings) |
| --- | --- |

5.

(List of attached plans and dimensioned drawings)

| 6. | Diagram showing principle of control |
| --- | --- |

6.

| 7. | Travel s = ...mm |
| --- | --- |

7.

| 8. | Reduction ratio of control device: |
| --- | --- |

8.

| 8.1. | with mechanical transmission device (1)

  iHo = from ...to ... (2) |
| --- | --- |

8.1.

iHo = from ...to ... (2)

| 8.2. | with hydraulic transmission device (1)

  ih = from ... to ... (2)

  FHZ = ...cm2

  travel of master cylinder sHz ...mm
  spare travel of master cylinder s′′Hz ...mm |
| --- | --- |

8.2.

ih = from ... to ... (2)

FHZ = ...cm2

travel of master cylinder sHz ...mm

spare travel of master cylinder s′′Hz ...mm

| 9. | Test results: |
| --- | --- |

9.

| 9.1. | Efficiency
  with mechanical transmission device (1) ηH = ...
  with hydraulic transmission device (1) ηH = ... |
| --- | --- |

9.1.

with mechanical transmission device (1) ηH = ...

with hydraulic transmission device (1) ηH = ...

| 9.2. | Supplementary force K = ... N |
| --- | --- |

9.2.

| 9.3. | Maximum compressive force D1 = ... N |
| --- | --- |

9.3.

| 9.4. | Maximum tractive force D2 = ... N |
| --- | --- |

9.4.

| 9.5. | Force threshold KA = ...N |
| --- | --- |

9.5.

| 9.6. | Loss of travel and spare travel:
  where the position of the drawing device
  has an effect so
   (1) = ...mm
  with a hydraulic-transmission device s′′ (1) = s′′Hz · ih = ...mm |
| --- | --- |

9.6.

where the position of the drawing device

has an effect so
   (1) = ...mm

with a hydraulic-transmission device s′′ (1) = s′′Hz · ih = ...mm

| 9.7. | Effective (useful) travel of control s′ = ...mm |
| --- | --- |

9.7.

| 9.8. | An overload protector according to paragraph 3.6 of this annex is provided/not provided (1) |
| --- | --- |

9.8.

| 9.8.1. | If the overload protector is fitted before the transmission lever of the control device |
| --- | --- |

9.8.1.

| 9.8.1.1. | Threshold force of the overload protector
  Dop = ... N |
| --- | --- |

9.8.1.1.

Dop = ... N

| 9.8.1.2. | Where the overload protector is mechanical (1)

  max. force which the inertia control device can develop
  P′max/iHo = Pop_max = ...N |
| --- | --- |

9.8.1.2.

max. force which the inertia control device can develop

P′max/iHo = Pop_max = ...N

| 9.8.1.3. | Where the overload protector is hydraulic (1)

  the pressure which the inertia control device can develop
  p′max/ih = pop_max = ...N/cm2 |
| --- | --- |

9.8.1.3.

the pressure which the inertia control device can develop

p′max/ih = pop_max = ...N/cm2

| 9.8.2. | If the overload protector is fitted after the transmission lever of the control device |
| --- | --- |

9.8.2.

| 9.8.2.1. | Threshold force on the overload protector
  where the overload protector is mechanical (1)

  Dop.iHo = ... N
  where the overload protector is hydraulic (1)

  Dop.ih = ... N |
| --- | --- |

9.8.2.1.

where the overload protector is mechanical (1)

Dop.iHo = ... N

where the overload protector is hydraulic (1)

Dop.ih = ... N

| 9.8.2.2. | Where the overload protector is mechanical (1)

  max force which the inertia control device can develop
  P′max = Pop_max = ... N |
| --- | --- |

9.8.2.2.

max force which the inertia control device can develop

P′max = Pop_max = ... N

| 9.8.2.3. | Where the overload protector is hydraulic (1)

  the pressure which the inertia control device can develop
  p′max = pop_max = ...N/cm2 |
| --- | --- |

9.8.2.3.

the pressure which the inertia control device can develop

p′max = pop_max = ...N/cm2

| 10. | The control device described above complies/does not comply (1) with the requirements of paragraphs 3, 4 and 5 of this annex.
  Date ...
  Signature ... |
| --- | --- |

10.

Date ...

Signature ...

| 11. | This test has been carried out and the results reported in accordance with relevant provisions of Annex 12 to Regulation No 13 as last amended by the ... series of amendments.
  Technical Service (3) carrying out the test
  Signed: ... Date: ... |
| --- | --- |

11.

Technical Service (3) carrying out the test

Signed: ... Date: ...

| 12. | Approval Authority (3)

  Signed: ... Date: ... |
| --- | --- |

12.

Signed: ... Date: ...

---

(1)  Strike out what does not apply.

(2)  State lengths whose ratio was used to determine iHo or ih.

(3)  To be signed by different persons even when the Technical Service and Approval Authority are the same or alternatively, a separate Approval Authority authorization issued with the report.

APPENDIX 3

TEST REPORT ON THE BRAKE

| 1. | Manufacturer ... |
| --- | --- |

1.

Manufacturer ...

| 2. | Make ... |
| --- | --- |

2.

Make ...

| 3. | Type ... |
| --- | --- |

3.

Type ...

| 4. | Permissible ‘maximum mass’ per wheel GBo = ... kg |
| --- | --- |

4.

Permissible ‘maximum mass’ per wheel GBo = ... kg

| 5. | Braking torque M* (as specified by the manufacturer according to paragraph 2.2.23 of
  this annex) = ...Nm |
| --- | --- |

5.

Braking torque M* (as specified by the manufacturer according to paragraph 2.2.23 of

this annex) = ...Nm

| 6. | Dynamic tyre rolling radius
  Rmin = ...m; Rmax = ...m |
| --- | --- |

6.

Dynamic tyre rolling radius

Rmin = ...m; Rmax = ...m

| 7. | Brief description
  (List of plans and dimensioned drawings) |
| --- | --- |

7.

Brief description

(List of plans and dimensioned drawings)

| 8. | Diagram showing principle of brake |
| --- | --- |

8.

Diagram showing principle of brake

| 9. | Test result: |
| --- | --- |

9.

Test result:

mechanical brake (1)

hydraulic brake (1)

| 9.1. | Reduction ratio
  ig = ... (2) |
| --- | --- |

9.1.

Reduction ratio

ig = ... (2)

| 9.1.A. | Reduction ratio
  i′g = ... (2) |
| --- | --- |

9.1.A.

Reduction ratio

i′g = ... (2)

| 9.2. | Lift (application travel)
  sB = ...mm |
| --- | --- |

9.2.

Lift (application travel)

sB = ...mm

| 9.2.A. | Lift (application travel)
  sB = ...m |
| --- | --- |

9.2.A.

Lift (application travel)

sB = ...m

| 9.3. | Prescribed lift
  (prescribed application travel) sB* = ...mm |
| --- | --- |

9.3.

Prescribed lift

(prescribed application travel) sB* = ...mm

| 9.3.A. | Prescribed lift
  (prescribed application travel) sB* = ...mm |
| --- | --- |

9.3.A.

Prescribed lift

(prescribed application travel) sB* = ...mm

| 9.4. | Retraction force
  Po = ...N |
| --- | --- |

9.4.

Retraction force

Po = ...N

| 9.4.A. | Retraction pressure
  po = ...N/cm2 |
| --- | --- |

9.4.A.

Retraction pressure

po = ...N/cm2

| 9.5. | Coefficient (characteristic)
  ρ = ...m |
| --- | --- |

9.5.

Coefficient (characteristic)

ρ = ...m

| 9.5.A. | Coefficient (characteristic)
  ρ′ = ...m |
| --- | --- |

9.5.A.

Coefficient (characteristic)

ρ′ = ...m

| 9.6. | An overload protector according to paragraph 3.6 of this annex is/is not provided (1) |
| --- | --- |

9.6.

An overload protector according to paragraph 3.6 of this annex is/is not provided (1)

| 9.6.A. | An overload protector according to paragraph 3.6 of this annex is/is not provided (1) |
| --- | --- |

9.6.A.

An overload protector according to paragraph 3.6 of this annex is/is not provided (1)

| 9.6.1. | Braking torque activating the overload protector
  Mop = ... Nm |
| --- | --- |

9.6.1.

Braking torque activating the overload protector

Mop = ... Nm

| 9.6.1.A. | Braking torque activating the overload protector
  Mop = ... Nm |
| --- | --- |

9.6.1.A.

Braking torque activating the overload protector

Mop = ... Nm

| 9.7. | Force for M*
  P* = ...N |
| --- | --- |

9.7.

Force for M*

P* = ...N

| 9.7.A. | Pressure for M*
  p* = ...N/cm2 |
| --- | --- |

9.7.A.

Pressure for M*

p* = ...N/cm2

| 9.8.A. | Surface area of wheel cylinder
  FRZ = ...cm2 |
| --- | --- |

9.8.A.

Surface area of wheel cylinder

FRZ = ...cm2

| 9.9.A. | (for disk brakes)
  Fluid volume absorption
  V60 = ...cm3 |
| --- | --- |

9.9.A.

(for disk brakes)

Fluid volume absorption

V60 = ...cm3

| 9.10. | Service brake performance when the trailer moves rearwards (see figures 6 and 7 of Appendix 1 to this annex) |
| --- | --- |

9.10.

Service brake performance when the trailer moves rearwards (see figures 6 and 7 of Appendix 1 to this annex)

| 9.10.1. | Maximum Fig 6 braking torque Mr = ... Nm |
| --- | --- |

9.10.1.

Maximum Fig 6 braking torque Mr = ... Nm

| 9.10.1.A. | Maximum Fig 7 braking torque Mr = ... Nm |
| --- | --- |

9.10.1.A.

Maximum Fig 7 braking torque Mr = ... Nm

| 9.10.2. | Maximum permissible travel sr = ...mm |
| --- | --- |

9.10.2.

Maximum permissible travel sr = ...mm

| 9.10.2.A. | Maximum permissible fluid volume absorbed Vr = ... cm3 |
| --- | --- |

9.10.2.A.

Maximum permissible fluid volume absorbed Vr = ... cm3

| 9.11. | Further brake characteristics when the trailer moves rearwards (see figures 6 and 7 of Appendix 1 to this annex) |
| --- | --- |

9.11.

Further brake characteristics when the trailer moves rearwards (see figures 6 and 7 of Appendix 1 to this annex)

| 9.11.1. | Brake-retraction force Por = ... N |
| --- | --- |

9.11.1.

Brake-retraction force Por = ... N

| 9.11.1.A. | Brake-retraction pressure por = ... N/cm2 |
| --- | --- |

9.11.1.A.

Brake-retraction pressure por = ... N/cm2

| 9.11.2. | Brake characteristic ρr = ... m |
| --- | --- |

9.11.2.

Brake characteristic ρr = ... m

| 9.11.2.A. | Brake characteristic ρ′r = ... m |
| --- | --- |

9.11.2.A.

Brake characteristic ρ′r = ... m

| 9.12. | Tests according to paragraph 7.5 of this annex (if applicable) (corrected to take account of the rolling resistance corresponding to 0,01 · g · GBo) |
| --- | --- |

9.12.

Tests according to paragraph 7.5 of this annex (if applicable) (corrected to take account of the rolling resistance corresponding to 0,01 · g · GBo)

| 9.12.1. | Brake test Type-0
  Test speed = ...km/h
  Braking ratio = ...%
  Control force = ... N |
| --- | --- |

9.12.1.

Brake test Type-0

Test speed = ...km/h

Braking ratio = ...%

Control force = ... N

| 9.12.2. | Brake test Type-I
  Test speed = ...km/h
  Sustained braking ratio = ...%
  Braking time = ...minutes
  Hot performance = ...%
  (expressed as a percent of the above Type-0 test result in item 9.12.1)
  Control force = ... N |
| --- | --- |

9.12.2.

Brake test Type-I

Test speed = ...km/h

Sustained braking ratio = ...%

Braking time = ...minutes

Hot performance = ...%

(expressed as a percent of the above Type-0 test result in item 9.12.1)

Control force = ... N

| 10. | The above brake does/does not (1) conform to the requirements of paragraphs 3 and 6 of the testing conditions for vehicles fitted with inertia braking systems described in this annex.
  The brake may/may not (1) be used for an inertia braking system without an overload protector.
  Date: ...
  Signature: ... |
| --- | --- |

10.

The above brake does/does not (1) conform to the requirements of paragraphs 3 and 6 of the testing conditions for vehicles fitted with inertia braking systems described in this annex.

The brake may/may not (1) be used for an inertia braking system without an overload protector.

Date: ...

Signature: ...

| 11. | This test has been carried out and the results reported in accordance with relevant provisions of Annex 12 to Regulation No 13 as last amended by the ...series of amendments.
  Technical Service (3) carrying out the test
  Date: ...
  Signature: ... |
| --- | --- |

11.

This test has been carried out and the results reported in accordance with relevant provisions of Annex 12 to Regulation No 13 as last amended by the ...series of amendments.

Technical Service (3) carrying out the test

Date: ...

Signature: ...

| 12. | Approval Authority (3)

  Date: ...
  Signature: ... |
| --- | --- |

12.

Approval Authority (3)

Date: ...

Signature: ...

---

(1)  Strike out what does not apply.

(2)  State lengths used to determine ig or i′g.

(3)  To be signed by different persons even when the Technical Service and Approval Authority are the same or alternatively, a separate Approval Authority authorization issued with the report.

APPENDIX 4

Test report on the compatibility of the inertia brake control device, the transmission and the brakes on the trailer

| 1. | Control device ...
  described in the attached test report (see Appendix 2 to this annex)
  Reduction ratio selected:
  iHo
   (1) = ... (2) or ih
   (1) = ... (2)

  (shall be within the limits specified in paragraphs 8.1 or 8.2 of Appendix 2 to this annex) |
| --- | --- |

1.

described in the attached test report (see Appendix 2 to this annex)

Reduction ratio selected:

iHo
   (1) = ... (2) or ih
   (1) = ... (2)

(shall be within the limits specified in paragraphs 8.1 or 8.2 of Appendix 2 to this annex)

| 2. | Brakes
  described in the attached test report (see Appendix 3 to this annex) |
| --- | --- |

2.

described in the attached test report (see Appendix 3 to this annex)

| 3. | Transmission devices on the trailer |
| --- | --- |

3.

| 3.1. | Brief description with diagram showing principle |
| --- | --- |

3.1.

| 3.2. | Reduction ratio and efficiency of the mechanical-transmission device on the trailer
  iH1
   (1) = ... (2)

  ηH1
   (1) = ... |
| --- | --- |

3.2.

iH1
   (1) = ... (2)

ηH1
   (1) = ...

| 4. | Trailer |
| --- | --- |

4.

| 4.1. | Manufacturer ... |
| --- | --- |

4.1.

| 4.2. | Make ... |
| --- | --- |

4.2.

| 4.3. | Type ... |
| --- | --- |

4.3.

| 4.4. | Type of drawbar connection: trailer with rigid drawbar/multi-axled trailer with pivoted drawbar (1) |
| --- | --- |

4.4.

| 4.5. | Number of brakes n = ... |
| --- | --- |

4.5.

| 4.6. | Technically permissible maximum mass GA = ... kg |
| --- | --- |

4.6.

| 4.7. | Dynamic tyre rolling radius R = ...m |
| --- | --- |

4.7.

| 4.8. | Permissible thrust on coupling
  D* = 0,10 g GA
   (1) = ...N
  or
  D* = 0,067 g GA
   (1) = ...N |
| --- | --- |

4.8.

D* = 0,10 g GA
   (1) = ...N

or

D* = 0,067 g GA
   (1) = ...N

| 4.9. | Required braking force B* = 0,50 g GA = ... N |
| --- | --- |

4.9.

| 4.10. | Brake force B = 0,49 g GA = ... N |
| --- | --- |

4.10.

| 5. | Compatibility - Test results |
| --- | --- |

5.

| 5.1. | Force threshold 100 · KA/(g · GA) = ...
  (shall be between 2 and 4) |
| --- | --- |

5.1.

(shall be between 2 and 4)

| 5.2. | Maximum compressive force 100 · D1/(g · GA) = ...
  (shall not exceed 10 for trailers with rigid drawbar, or 6,7 for multi-axled trailers with pivoted drawbar) |
| --- | --- |

5.2.

(shall not exceed 10 for trailers with rigid drawbar, or 6,7 for multi-axled trailers with pivoted drawbar)

| 5.3. | Maximum tractive force 100 · D2/(g · GA) = ...
  (shall be between 10 and 50) |
| --- | --- |

5.3.

(shall be between 10 and 50)

| 5.4. | Technically permissible maximum mass for inertia control device
  G′A = ... kg
  (shall not be less than GA) |
| --- | --- |

5.4.

G′A = ... kg

(shall not be less than GA)

| 5.5. | Technically permissible maximum mass for all of trailer's brakes
  GB = n · GBo = ...kg
  (shall not be less than GA) |
| --- | --- |

5.5.

GB = n · GBo = ...kg

(shall not be less than GA)

| 5.6. | Braking torque of the brakes
  n · M* /(B · R) = ...
  (shall not be less than 1,0) |
| --- | --- |

5.6.

n · M* /(B · R) = ...

(shall not be less than 1,0)

| 5.6.1. | An overload protector within the meaning of paragraph 3.6 of this annex is/is not (1) fitted on the inertia control device/on the brakes (1) |
| --- | --- |

5.6.1.

| 5.6.1.1. | where the overload protector is mechanical on the inertia control device (1)

  n · P* /(iH1 · ηH1 · P′max) = ...
  (shall not be less than 1,2) |
| --- | --- |

5.6.1.1.

n · P* /(iH1 · ηH1 · P′max) = ...

(shall not be less than 1,2)

| 5.6.1.2. | where the overload protector is hydraulic on the inertia control device (1)

  p* / p′max = ...
  (shall not be less than 1,2) |
| --- | --- |

5.6.1.2.

p* / p′max = ...

(shall not be less than 1,2)

| 5.6.1.3. | if the overload protector is on the inertia control device:
  threshold force Dop/D* = ...
  (shall not be less than 1,2) |
| --- | --- |

5.6.1.3.

threshold force Dop/D* = ...

(shall not be less than 1,2)

| 5.6.1.4. | if the overload protector is fitted on the brake:
  threshold torque n · Mop/(B · R) = ...
  (shall not be less than 1,2) |
| --- | --- |

5.6.1.4.

threshold torque n · Mop/(B · R) = ...

(shall not be less than 1,2)

| 5.7. | Inertia braking system with mechanical transmission device (1) |
| --- | --- |

5.7.

| 5.7.1. | iH = iHo · iH1 = ... |
| --- | --- |

5.7.1.

| 5.7.2. | ηH = ηHo · ηH1 = ... |
| --- | --- |

5.7.2.

| 5.7.3. | (shall not be greater than: iH) |
| --- | --- |

5.7.3.

(shall not be greater than: iH)

| 5.7.4. | (shall not be less than: iH) |
| --- | --- |

5.7.4.

(shall not be less than: iH)

| 5.7.5. | Ratio s′/iH = ...
  when the trailer moves rearward (shall not be greater than: sr) |
| --- | --- |

5.7.5.

when the trailer moves rearward (shall not be greater than: sr)

| 5.7.6. | Braking torque when the trailer moves rearward including rolling resistance
  0,08 · g · GA · R = ...Nm
  (shall not be greater than: n · Mr) |
| --- | --- |

5.7.6.

0,08 · g · GA · R = ...Nm

(shall not be greater than: n · Mr)

| 5.8. | Inertia braking system with hydraulic transmission device (1) |
| --- | --- |

5.8.

| 5.8.1. | ih/FHZ = ... |
| --- | --- |

5.8.1.

| 5.8.2. | (shall not be greater than: ih/FHZ) |
| --- | --- |

5.8.2.

(shall not be greater than: ih/FHZ)

| 5.8.3. | (shall not be less than: ig/FHZ) |
| --- | --- |

5.8.3.

(shall not be less than: ig/FHZ)

| 5.8.4. | s/ih = ...
  (shall not be greater than travel of master cylinder actuator as specified in paragraph 8.2 of Appendix 2 to this annex) |
| --- | --- |

5.8.4.

(shall not be greater than travel of master cylinder actuator as specified in paragraph 8.2 of Appendix 2 to this annex)

| 5.8.5. | Ratio s′/FHZ = ...
  when the trailer moves rearward (shall not be greater than: Vr) |
| --- | --- |

5.8.5.

when the trailer moves rearward (shall not be greater than: Vr)

| 5.8.6. | Braking torque when the trailer moves rearward including rolling resistance
  0,08 · g . GA · R = ...Nm
  (shall not be greater than: n · Mr) |
| --- | --- |

5.8.6.

0,08 · g . GA · R = ...Nm

(shall not be greater than: n · Mr)

| 6. | The inertia braking system described above complies/does not comply (1) with the requirements of paragraphs 3 to 9 of this annex.
  Signature: ... Date: ... |
| --- | --- |

6.

Signature: ... Date: ...

| 7. | This test has been carried out and the results reported in accordance with relevant provisions of Annex 12 to Regulation No 13 as last amended by the ... series of amendments.
  Technical Service (3) carrying out the test
  Signature: ... Date: ... |
| --- | --- |

7.

Technical Service (3) carrying out the test

Signature: ... Date: ...

| 8. | Approval Authority (3)

  Signature: ... Date: ... |
| --- | --- |

8.

Signature: ... Date: ...

---

(1)  Strike out what does not apply.

(2)  State lengths used to determine iHo, ih, iH1.

(3)  To be signed by different persons even when the Technical Service and Approval Authority are the same or alternatively, a separate Approval Authority authorization issued with the report.

---

ANNEX 13

TEST REQUIREMENTS FOR VEHICLES FITTED WITH ANTI-LOCK SYSTEMS

1.   GENERAL

| 1.1. | This annex defines the required braking performance for road vehicles fitted with anti-lock systems. In addition, power-driven vehicles which are authorized to tow a trailer, and trailers equipped with compressed-air braking systems, shall, when the vehicles are laden, meet the requirements for compatibility set out in Annex 10 to this Regulation. However, for all load conditions, a braking rate shall be developed between a pressure of 20 kPa and 100 kPa or the equivalent digital demand value at the coupling head of the control line(s). |
| --- | --- |

1.1.

| 1.2. | The anti-lock 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 an anti-lock braking system within the meaning of this annex and Annex 10 to this Regulation, if it provides performance equal to that prescribed by this annex. |
| --- | --- |

1.2.

2.   DEFINITIONS

| 2.1. | An ‘anti-lock system’ is a part of a service braking system which automatically controls the degree of slip, in the direction of rotation of the wheel(s), on one or more wheels of the vehicle during braking. |
| --- | --- |

2.1.

| 2.2. | ‘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. |
| --- | --- |

2.2.

| 2.3. | ‘Controller’ means a component designed to evaluate the data transmitted by the sensor(s) and to transmit a signal to the modulator. |
| --- | --- |

2.3.

| 2.4. | ‘Modulator’ means a component designed to vary the braking force(s) in accordance with the signal received from the controller. |
| --- | --- |

2.4.

| 2.5. | ‘Directly controlled wheel’ means a wheel whose braking force is modulated according to data provided at least by its own sensor (1). |
| --- | --- |

2.5.

| 2.6. | ‘Indirectly controlled wheel’ means a wheel whose braking force is modulated according to data provided by the sensor(s) of other wheel(s) (1). |
| --- | --- |

2.6.

| 2.7. | ‘Full cycling’ means that the anti-lock system is repeatedly modulating the brake force to prevent the directly controlled wheels from locking. Brake applications where modulation only occurs once during the stop shall not be considered to meet this definition.
  In the case of trailers 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. |
| --- | --- |

2.7.

In the case of trailers 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.

3.   TYPES OF ANTI-LOCK SYSTEMS

3.1.   A power-driven vehicle is deemed to be equipped with an anti-lock system within the meaning of paragraph 1 of Annex 10 to this Regulation, if one of the following systems is fitted:

3.1.1.   Category 1 anti-lock system

A vehicle equipped with a category 1 anti-lock system shall meet all the relevant requirements of this annex.

3.1.2.   Category 2 anti-lock system

A vehicle equipped with a category 2 anti-lock system shall meet all the relevant requirements of this annex, except those of paragraph 5.3.5.

3.1.3.   Category 3 anti-lock system

A vehicle equipped with a category 3 anti-lock system shall meet all the relevant requirements of this annex, except those of paragraphs 5.3.4 and 5.3.5. On such vehicles, any individual axle (or bogie) which does not include at least one directly controlled wheel shall fulfil the conditions of adhesion utilization and the wheel-locking sequence of Annex 10 to this Regulation, with regard to the braking rate and the load respectively. These requirements may be checked on high- and low-adhesion road surfaces (about 0,8 and 0,3 maximum) by modulating the service braking control force.

3.2.   A trailer is deemed to be equipped with an anti-lock system within the meaning of paragraph 1 of Annex 10 to this Regulation 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 system. In the case of full trailers, at least two wheels on one front axle and two wheels on one rear axle are 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 trailer shall meet one of the following conditions:

3.2.1.   Category A anti-lock system

A trailer equipped with a category A anti-lock system shall meet all the relevant requirements of this annex.

3.2.2.   Category B anti-lock system

A trailer equipped with a category B anti-lock system shall meet all the relevant requirements of this annex, except paragraph 6.3.2.

4.   GENERAL REQUIREMENTS

| 4.1. | Any electrical failure or sensor anomaly that affects the system with respect to the functional and performance requirements in this annex, including those in the supply of electricity, the external wiring to the controller(s), the controller(s) (2) and the modulator(s) shall be signalled to the driver by a specific optical warning signal. The yellow warning signal specified in paragraph 5.2.1.29.1.2 shall be used for this purpose. |
| --- | --- |

4.1.

| 4.1.1. | Sensor anomalies, which cannot be detected under static conditions, shall be detected not later than when the vehicle speed exceeds 10 km/h (3). However, to prevent erroneous fault indication when a sensor is not generating a speed output, due to non-rotation of a wheel, verification may be delayed but detected not later than when the vehicle speed exceeds 15 km/h. |
| --- | --- |

4.1.1.

| 4.1.2. | When the anti-lock braking system is energized with the vehicle stationary, electrically controlled pneumatic modulator valve(s) shall cycle at least once. |
| --- | --- |

4.1.2.

| 4.2. | Power-driven vehicles equipped with an anti-lock system and authorized to tow a trailer equipped with such a system shall be fitted with a separate optical warning signal for the anti-lock system of the trailer, meeting the requirements of paragraph 4.1 of this annex. The separate yellow warning signals specified in paragraph 5.2.1.29.2 shall be used for this purpose, activated via pin 5 of the electrical connector conforming to ISO 7638:1997 (4). |
| --- | --- |

4.2.

| 4.3. | In the event of a failure in the anti-lock system, the residual braking performance shall be that prescribed for the vehicle in question in the event of a failure of part of the transmission of the service braking system (see paragraph 5.2.1.4 of this Regulation). This requirement shall not be construed as a departure from the requirements concerning secondary braking. In the case of trailers the residual braking performance in the event of a defect in the anti-lock system according to paragraph 4.1 shall be at least 80 per cent of the prescribed laden performance for the service braking system of the relevant trailer. |
| --- | --- |

4.3.

| 4.4. | The operation of the anti-lock system shall not be adversely affected by magnetic or electrical fields. This shall be demonstrated by compliance with Regulation No 10, 02 series of amendments. |
| --- | --- |

4.4.

| 4.5. | A manual device may not be provided to disconnect or change the control mode (5) of the anti-lock system, except on off-road power-driven vehicles of categories N2 and N3 as defined in Annex 7 to the Consolidated Resolution on the Construction of Vehicles (R.E.3); where a device is fitted to N2 or N3 category vehicles, the following conditions shall be met:






  4.5.1. | the power-driven vehicle with the anti-lock system disconnected or the control mode changed by the device referred to in paragraph 4.5 above shall satisfy all the relevant requirements in Annex 10 to this Regulation; |
| --- | --- | --- |

4.5.

4.5.1.

the power-driven vehicle with the anti-lock system disconnected or the control mode changed by the device referred to in paragraph 4.5 above shall satisfy all the relevant requirements in Annex 10 to this Regulation;

| 4.5.2. | an optical warning signal shall inform the driver that the anti-lock system has been disconnected or the control mode changed; the yellow anti-lock failure warning signal specified in paragraph 5.2.1.29.1.2 may be used for this purpose.
  The warning signal may be constant or flashing; |
| --- | --- |

4.5.2.

an optical warning signal shall inform the driver that the anti-lock system has been disconnected or the control mode changed; the yellow anti-lock failure warning signal specified in paragraph 5.2.1.29.1.2 may be used for this purpose.

The warning signal may be constant or flashing;

| 4.5.3. | the anti-lock system shall automatically be reconnected/returned to on-road mode when the ignition (start) device is again set to the ‘ON’ (run) position; |
| --- | --- |

4.5.3.

the anti-lock system shall automatically be reconnected/returned to on-road mode when the ignition (start) device is again set to the ‘ON’ (run) position;

| 4.5.4. | the vehicle user's handbook provided by the manufacturer should warn the driver of the consequences of manual disconnection or mode change of the anti-lock system; |
| --- | --- |

4.5.4.

the vehicle user's handbook provided by the manufacturer should warn the driver of the consequences of manual disconnection or mode change of the anti-lock system;

| 4.5.5. | the device referred to in paragraph 4.5 above may, in conjunction with the towing vehicle, disconnect/change the control mode of the anti-lock system of the trailer. A separate device for the trailer alone is not permitted. |
| --- | --- |

4.5.5.

the device referred to in paragraph 4.5 above may, in conjunction with the towing vehicle, disconnect/change the control mode of the anti-lock system of the trailer. A separate device for the trailer alone is not permitted.

| 4.6. | Vehicles equipped with an integrated endurance braking system shall also be equipped with an anti-lock braking system acting 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. |
| --- | --- |

4.6.

5.   SPECIAL PROVISIONS CONCERNING POWER-DRIVEN VEHICLES

5.1.   Energy consumption

Power-driven vehicles equipped with anti-lock systems shall maintain their performance when the service braking control device is fully applied for long periods. Compliance with this requirement shall be verified by means of the following tests:

5.1.1.   Test procedure

| 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. |
| --- | --- |

5.1.1.1.

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, on a surface with a coefficient of adhesion of 0,3 or less (6), 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 system. |
| --- | --- |

5.1.1.2.

| 5.1.1.3. | The vehicle's engine shall then be stopped or the supply to the energy transmission storage device(s) cut off. |
| --- | --- |

5.1.1.3.

| 5.1.1.4. | The service braking control device shall then be fully actuated four times in succession with the vehicle stationary. |
| --- | --- |

5.1.1.4.

| 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. |
| --- | --- |

5.1.1.5.

| 5.1.1.6. | During the tests, in the case of a power-driven vehicle authorized to draw a trailer equipped with a compressed-air braking system, the supply line shall be stopped and an energy storage device of 0,5 litre capacity shall be connected to the pneumatic control line - if fitted - (in accordance with paragraph 1.2.2.3 of Part A of Annex 7 to this Regulation). When the brakes are applied for the fifth time, as provided in paragraph 5.1.1.5 above, the energy level supplied to the pneumatic control line shall not be below half the level obtained at a full application starting with the initial energy level. |
| --- | --- |

5.1.1.6.

5.1.2.   Additional requirements

| 5.1.2.1. | The coefficient of adhesion of the road surface shall be measured with the vehicle under test, by the method described in paragraph 1.1 of Appendix 2 to this annex. |
| --- | --- |

5.1.2.1.

| 5.1.2.2. | The braking test shall be conducted with the engine disconnected and idling, and with the vehicle laden. |
| --- | --- |

5.1.2.2.

| 5.1.2.3. | The braking time t shall be determined by the formula:





  (but not less than 15 seconds)
  where t is expressed in seconds and vmax represents the maximum design speed of the vehicle expressed in km/h, with an upper limit of 160 km/h. |
| --- | --- |

5.1.2.3.

Formula

(but not less than 15 seconds)

where t is expressed in seconds and vmax represents the maximum design speed of the vehicle expressed in km/h, with an upper limit of 160 km/h.

| 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. |
| --- | --- |

5.1.2.4.

| 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 paragraph 5.1.1.4 (and paragraphs 5.1.1.5, 5.1.1.6 and 5.1.2.6) of this annex for each of the second, third and fourth phases used in the test prescribed in paragraph 5.1.1 of this annex as applicable. |
| --- | --- |

5.1.2.5.

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 paragraph 5.1.1.4 (and paragraphs 5.1.1.5, 5.1.1.6 and 5.1.2.6) of this annex for each of the second, third and fourth phases used in the test prescribed in paragraph 5.1.1 of this annex as applicable.

| 5.1.2.6. | The performance prescribed in paragraph 5.1.1.5 of this annex 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. |
| --- | --- |

5.1.2.6.

5.2.   Utilization of adhesion

| 5.2.1. | The utilization of adhesion by the anti-lock system takes into account the actual increase in braking distance beyond the theoretical minimum. The anti-lock system shall be deemed to be satisfactory when the condition ε ≥ 0,75 is satisfied, where ε represents the adhesion utilized, as defined in paragraph 1.2 of Appendix 2 to this annex. |
| --- | --- |

5.2.1.

| 5.2.2. | The adhesion utilization ε shall be measured on road surfaces with a coefficient of adhesion of 0,3 or less (6), and of about 0,8 (dry road), with an initial speed of 50 km/h. To eliminate the effects of differential brake temperatures it is recommended that zAL be determined prior to the determination of k. |
| --- | --- |

5.2.2.

| 5.2.3. | The test procedure to determine the coefficient of adhesion (k) and the formulae for calculation of the adhesion utilization (ε) shall be those laid down in Appendix 2 to this annex. |
| --- | --- |

5.2.3.

| 5.2.4. | The utilization of adhesion by the anti-lock system shall be checked on complete vehicles equipped with anti-lock systems of categories 1 or 2. In the case of vehicles equipped with category 3 anti-lock systems, only the axle(s) with at least one directly controlled wheel shall satisfy this requirement. |
| --- | --- |

5.2.4.

| 5.2.5. | The condition ε ≥ 0,75 shall be checked with the vehicle both laden and unladen (7).
  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 system.
  For the unladen test, the control force may be increased up to 100 daN if no cycling is achieved with its full force value (8). If 100 daN 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. |
| --- | --- |

5.2.5.

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 system.

For the unladen test, the control force may be increased up to 100 daN if no cycling is achieved with its full force value (8). If 100 daN 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.

5.3.   Additional checks

The following additional checks shall be carried out, engine disconnected, with the vehicle laden and unladen:

| 5.3.1. | The wheels directly controlled by an anti-lock system shall not lock when the full force (8) is suddenly applied on the control device, on the road surfaces specified in paragraph 5.2.2 of this annex, at an initial speed of 40 km/h and at a high initial speed as indicated on the table below (9) (10): | Vehicle category | Maximum test speed |
| --- | --- | --- | --- |
| High-adhesion surface | All categories except N2, N3 laden | 0,8 vmax ≤ 120 km/h |
| N2, N3 laden | 0,8 vmax ≤ 80 km/h |
| Low-adhesion surface | N1 | 0,8 vmax ≤ 120 km/h |
| M2, M3, N2 except tractors for semi-trailers | 0,8 vmax ≤ 80 km/h |
| N3 and N2 tractors for semi-trailers | 0,8 vmax ≤ 70 km/h |

5.3.1.

The wheels directly controlled by an anti-lock system shall not lock when the full force (8) is suddenly applied on the control device, on the road surfaces specified in paragraph 5.2.2 of this annex, at an initial speed of 40 km/h and at a high initial speed as indicated on the table below (9) (10):

Vehicle category

Maximum test speed

High-adhesion surface

All categories except N2, N3 laden

0,8 vmax ≤ 120 km/h

N2, N3 laden

0,8 vmax ≤ 80 km/h

Low-adhesion surface

N1

0,8 vmax ≤ 120 km/h

M2, M3, N2 except tractors for semi-trailers

0,8 vmax ≤ 80 km/h

N3 and N2 tractors for semi-trailers

0,8 vmax ≤ 70 km/h

| 5.3.2. | When an axle passes from a high-adhesion surface (kH) to a low-adhesion surface (kL) where kH ≥ 0,5 and kH/kL ≥ 2 (11), with the full force (8) 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 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 paragraph 5.3.1 of this Annex (10). |
| --- | --- |

5.3.2.

When an axle passes from a high-adhesion surface (kH) to a low-adhesion surface (kL) where kH ≥ 0,5 and kH/kL ≥ 2 (11), with the full force (8) 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 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 paragraph 5.3.1 of this Annex (10).

| 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 (11), with the full force (8) 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 system fully cycling on the low-adhesion surface, the passage from one surface to the other occurs at approximately 50 km/h. |
| --- | --- |

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 (11), with the full force (8) 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 system fully cycling on the low-adhesion surface, the passage from one surface to the other occurs at approximately 50 km/h.

| 5.3.4. | In the case of vehicles equipped with anti-lock systems of categories 1 or 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 (11), the directly controlled wheels shall not lock when the full force (8) is suddenly applied on the control device at a speed of 50 km/h. |
| --- | --- |

5.3.4.

In the case of vehicles equipped with anti-lock systems of categories 1 or 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 (11), the directly controlled wheels shall not lock when the full force (8) is suddenly applied on the control device at a speed of 50 km/h.

| 5.3.5. | Furthermore, laden vehicles equipped with anti-lock systems of category 1 shall, under the conditions of paragraph 5.3.4 of this annex satisfy the prescribed braking rate in Appendix 3 to this annex. |
| --- | --- |

5.3.5.

Furthermore, laden vehicles equipped with anti-lock systems of category 1 shall, under the conditions of paragraph 5.3.4 of this annex satisfy the prescribed braking rate in Appendix 3 to this annex.

| 5.3.6. | However, in the tests provided in paragraphs 5.3.1, 5.3.2, 5.3.3, 5.3.4 and 5.3.5 of this annex, brief periods of wheel-locking shall be 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. |
| --- | --- |

5.3.6.

However, in the tests provided in paragraphs 5.3.1, 5.3.2, 5.3.3, 5.3.4 and 5.3.5 of this annex, brief periods of wheel-locking shall be 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 in paragraphs 5.3.4 and 5.3.5 of this annex, steering correction is permitted, if the angular rotation of the steering control is within 120 ° during the initial two 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 (7). |
| --- | --- |

5.3.7.

During the tests provided in paragraphs 5.3.4 and 5.3.5 of this annex, steering correction is permitted, if the angular rotation of the steering control is within 120 ° during the initial two 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 (7).

6.   SPECIAL PROVISIONS CONCERNING TRAILERS

6.1.   Energy consumption

Trailers equipped with anti-lock 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 (12) and with the brakes adjusted as closely as possible and with the proportioning/load-sensing valve (if fitted) held in the ‘laden’ position throughout the test. |
| --- | --- |

6.1.1.

| 6.1.2. | In the case of compressed-air braking systems, the initial energy level in the energy transmission storage device(s) shall be equivalent to a pressure of 800 kPa at the coupling head of the trailer's supply line. |
| --- | --- |

6.1.2.

| 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 all wheels shall remain under control of the anti-lock system. During this test, the supply to the energy transmission 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 transmission 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 paragraph 6.1.2 of this annex. 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. |
| --- | --- |

6.1.3.

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 transmission 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 paragraph 6.1.2 of this annex. 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 circuit shall be sufficient to provide a total braking force at the periphery of the wheels equal to not less than 22,5 per cent 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 system. |
| --- | --- |

6.1.4.

6.2.   Utilization of adhesion

| 6.2.1. | Braking systems equipped with an anti-lock system shall be deemed acceptable when the condition ε ≥ 0,75 is satisfied, where ε represents the adhesion utilized, as defined in paragraph 2 of Appendix 2 to this annex. This condition shall be verified with the vehicle unladen, on a straight and level road with a surface having a good coefficient of adhesion (12) (13). |
| --- | --- |

6.2.1.

| 6.2.2. | To eliminate the effects of differential brake temperatures, it is recommended to determine zRAL prior to the determination of kR. |
| --- | --- |

6.2.2.

6.3.   Additional checks

| 6.3.1. | At speeds exceeding 15 km/h, the wheels directly controlled by an anti-lock system shall not lock when the full force (8) is suddenly applied on the control device of the towing vehicle. This shall be checked, under the conditions prescribed in paragraph 6.2 of this annex, at initial speeds of 40 km/h and 80 km/h. |
| --- | --- |

6.3.1.

| 6.3.2. | The provisions of this paragraph shall only apply to trailers equipped with an anti-lock system of category A. When the right and left wheels are situated on surfaces which produce differing maximum braking rates (zRALH and zRALL), where



  and



  the directly controlled wheels shall not lock when the full force (8) is suddenly applied on the control device of the towing vehicle at a speed of 50 km/h. The ratio zRALH/zRALL may be ascertained by the procedure in paragraph 2 of Appendix 2 of this annex or by calculating the ratio zRALH/zRALL. Under this condition the unladen vehicle shall satisfy the prescribed braking rate in Appendix 3 to this annex (13). |
| --- | --- |

6.3.2.

Formula
  and
  Formula

the directly controlled wheels shall not lock when the full force (8) is suddenly applied on the control device of the towing vehicle at a speed of 50 km/h. The ratio zRALH/zRALL may be ascertained by the procedure in paragraph 2 of Appendix 2 of this annex or by calculating the ratio zRALH/zRALL. Under this condition the unladen vehicle shall satisfy the prescribed braking rate in Appendix 3 to this annex (13).

| 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 but in all cases stability shall not be affected. |
| --- | --- |

6.3.3.

---

(1)  Anti-lock 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)  The manufacturer shall provide the Technical Service with documentation relating to the controller(s) which follows the format set out in Annex 18.

(3)  The warning signal may light up again while the vehicle is stationary, provided that it is extinguished before the vehicle speed reaches 10 km/h or 15 km/h, as appropriate, when no defect is present.

(4)  The ISO 7638:1997 connector may be used for 5 pin or 7 pin applications, as appropriate.

(5)  It is understood that devices changing the control mode of the anti-lock system are not subject to paragraph 4.5. of this annex if in the changed control mode condition, all requirements for the category of anti-lock systems, with which the vehicle is equipped, are fulfilled. However, in this case, paragraphs 4.5.2, 4.5.3 and 4.5.4 of this annex shall be met.

(6)  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.

(7)  Until a uniform test procedure is established, the tests required by this paragraph may have to be repeated for vehicles equipped with electrical regenerative braking systems, in order to determine the effect of different braking distribution values provided by automatic functions on the vehicle.

(8)  
  ‘Full force’ means the maximum force laid down in Annex 4 to this Regulation for the category of vehicle; a higher force may be used if required to activate the anti-lock system.

(9)  The provisions of this paragraph apply as of 13 March 1992 (Decision of the Working Party on the Construction of Vehicles, TRANS/SC.1/WP.29/341, para. 23).

(10)  The purpose of these tests is to check that the wheels do not lock and that the vehicle remains stable; it is not necessary, therefore, to make complete stops and bring the vehicle to a halt on the low-adhesion surface.

(11)  kH is the high-adhesion surface coefficient.

kL is the low-adhesion surface coefficient.

kH and kL are measured as laid down in Appendix 2 to this annex.

(12)  If the coefficient of adhesion of the test track is too high, preventing the anti-lock braking system from full cycling, then the test may be carried out on a surface with a lower coefficient of adhesion.

(13)  In the case of trailers equipped with a brake load sensing device, the pressure setting of the device may be increased to ensure full cycling.

APPENDIX 1

Table

Symbols and definitions

| SYMBOL | NOTES |
| --- | --- |
| E | Wheelbase |
| ER | Distance between king-pin and centre of axle or axles of semi-trailer (or distance between drawbar coupling and centre of axle or axles of centre-axle trailer) |
| ε | the adhesion utilized of the vehicle: quotient of the maximum braking rate with the anti-lock system operative (zAL) and the coefficient of adhesion (k) |
| εi | the ε-value measured on axle i (in the case of a power-driven vehicle with a category 3 anti-lock system) |
| εH | the ε-value on the high-adhesion surface |
| εL | the ε-value on the low-adhesion surface |
| F | force [N] |
| FbR | Braking force of the trailer with the anti-lock system inoperative |
| FbRmax | Maximum value of FbR |
| FbRmaxi | value of FbRmax with only axle i of the trailer braked |
| FbRAL | Braking force of the trailer with the anti-lock system operative |
| FCnd | total normal reaction of road surface on the unbraked and non-driven axles of the vehicle combination under static conditions |
| FCd | total normal reaction of road surface on the unbraked and driven axles of the vehicle combination under static conditions |
| Fdyn | Normal reaction of road surface under dynamic conditions with the anti-lock system operative |
| Fidyn | Fdyn on axle i in case of power-driven vehicles or full trailers |
| Fi | Normal reaction of road surface on axle i under static conditions |
| FM | total normal static reaction of road surface on all wheels of power-driven (towing) vehicle |
| FMnd
   (1) | Total normal static reaction of road surface on the unbraked and non-driven axles of the power-driven vehicle |
| FMd
   (1) | Total normal static reaction of road surface on the unbraked and driven axles of the power-driven vehicle |
| FR | Total normal static reaction of road surface on all wheels of trailer |
| FRdyn | Total normal dynamic reaction of road surface on the axle(s) of semi-trailer or centre-axle trailer |
| FWM
   (1) | 0,01 FMnd + 0,015 FMd |
| G | Acceleration due to gravity (9,81 m/s2) |
| H | Height of centre of gravity specified by the manufacturer and agreed by the Technical Service conducting the approval test |
| hD | Height of drawbar (hinge point on trailer) |
| hK | Height of fifth wheel coupling (king pin) |
| hR | Height of centre of gravity of the trailer |
| K | Coefficient of adhesion between tyre and road |
| kf | k-factor of one front axle |
| kH | k-value determined on the high-adhesion surface |
| kI | k-value determined on axle i for a vehicle with a category 3 anti-lock system |
| kL | k-value determined on the low-adhesion surface |
| klock | Value of adhesion for 100 % slip |
| kM | k-factor of the power-driven vehicle |
| kpeak | Maximum value of the curve ‘adhesion versus slip’ |
| kr | k-factor of one rear axle |
| kR | k-factor of the trailer |
| P | mass of individual vehicle [kg] |
| R | ratio of kpeak to klock |
| t | time interval [s] |
| tm | Mean value of t |
| tmin | Minimum value of t |
| z | Braking rate |
| zAL | Braking rate z of the vehicle with the anti-lock system operative |
| zC | Braking rate z of the vehicle combination, with the trailer only braked and the anti-lock system inoperative |
| zCAL | Braking rate z of the vehicle combination, with the trailer only braked and the anti-lock system operative |
| zCmax | Maximum value of zC |
| zCmaxi | Maximum value of zC with only axle i of the trailer braked |
| zm | mean braking rate |
| zmax | Maximum value of z |
| zMALS | zAL of the power-driven vehicle on a ‘split surface’ |
| zR | Braking rate z of the trailer with the anti-lock system inoperative |
| zRAL | zAL of the trailer obtained by braking all the axles, the towing vehicle unbraked and its engine disengaged |
| zRALH | zRAL on the surface with the high coefficient of adhesion |
| zRALL | zRAL on the surface with the low coefficient of adhesion |
| zRALS | zRAL on the split-surface |
| zRH | zR on the surface with the high coefficient of adhesion |
| zRL | zR on the surface with the low coefficient of adhesion |
| zRHmax | Maximum value of zRH |
| zRLmax | Maximum value of zRL |
| zRmax | Maximum value of zR |

SYMBOL

NOTES

E

Wheelbase

ER

Distance between king-pin and centre of axle or axles of semi-trailer (or distance between drawbar coupling and centre of axle or axles of centre-axle trailer)

ε

the adhesion utilized of the vehicle: quotient of the maximum braking rate with the anti-lock system operative (zAL) and the coefficient of adhesion (k)

εi

the ε-value measured on axle i (in the case of a power-driven vehicle with a category 3 anti-lock system)

εH

the ε-value on the high-adhesion surface

εL

the ε-value on the low-adhesion surface

F

force [N]

FbR

Braking force of the trailer with the anti-lock system inoperative

FbRmax

Maximum value of FbR

FbRmaxi

value of FbRmax with only axle i of the trailer braked

FbRAL

Braking force of the trailer with the anti-lock system operative

FCnd

total normal reaction of road surface on the unbraked and non-driven axles of the vehicle combination under static conditions

FCd

total normal reaction of road surface on the unbraked and driven axles of the vehicle combination under static conditions

Fdyn

Normal reaction of road surface under dynamic conditions with the anti-lock system operative

Fidyn

Fdyn on axle i in case of power-driven vehicles or full trailers

Fi

Normal reaction of road surface on axle i under static conditions

FM

total normal static reaction of road surface on all wheels of power-driven (towing) vehicle

FMnd
   (1)

Total normal static reaction of road surface on the unbraked and non-driven axles of the power-driven vehicle

FMd
   (1)

Total normal static reaction of road surface on the unbraked and driven axles of the power-driven vehicle

FR

Total normal static reaction of road surface on all wheels of trailer

FRdyn

Total normal dynamic reaction of road surface on the axle(s) of semi-trailer or centre-axle trailer

FWM
   (1)

0,01 FMnd + 0,015 FMd

G

Acceleration due to gravity (9,81 m/s2)

H

Height of centre of gravity specified by the manufacturer and agreed by the Technical Service conducting the approval test

hD

Height of drawbar (hinge point on trailer)

hK

Height of fifth wheel coupling (king pin)

hR

Height of centre of gravity of the trailer

K

Coefficient of adhesion between tyre and road

kf

k-factor of one front axle

kH

k-value determined on the high-adhesion surface

kI

k-value determined on axle i for a vehicle with a category 3 anti-lock system

kL

k-value determined on the low-adhesion surface

klock

Value of adhesion for 100 % slip

kM

k-factor of the power-driven vehicle

kpeak

Maximum value of the curve ‘adhesion versus slip’

kr

k-factor of one rear axle

kR

k-factor of the trailer

P

mass of individual vehicle [kg]

R

ratio of kpeak to klock

t

time interval [s]

tm

Mean value of t

tmin

Minimum value of t

z

Braking rate

zAL

Braking rate z of the vehicle with the anti-lock system operative

zC

Braking rate z of the vehicle combination, with the trailer only braked and the anti-lock system inoperative

zCAL

Braking rate z of the vehicle combination, with the trailer only braked and the anti-lock system operative

zCmax

Maximum value of zC

zCmaxi

Maximum value of zC with only axle i of the trailer braked

zm

mean braking rate

zmax

Maximum value of z

zMALS

zAL of the power-driven vehicle on a ‘split surface’

zR

Braking rate z of the trailer with the anti-lock system inoperative

zRAL

zAL of the trailer obtained by braking all the axles, the towing vehicle unbraked and its engine disengaged

zRALH

zRAL on the surface with the high coefficient of adhesion

zRALL

zRAL on the surface with the low coefficient of adhesion

zRALS

zRAL on the split-surface

zRH

zR on the surface with the high coefficient of adhesion

zRL

zR on the surface with the low coefficient of adhesion

zRHmax

Maximum value of zRH

zRLmax

Maximum value of zRL

zRmax

Maximum value of zR

---

(1)  FMnd and FMd in case of two-axled power-driven vehicles: these symbols may be simplified to corresponding Fi-symbols.

APPENDIX 2

UTILIZATION OF ADHESION

1.   METHOD OF MEASUREMENT FOR POWER-DRIVEN VEHICLES

1.1.   Determination of the coefficient of adhesion (k)

| 1.1.1. | The coefficient of adhesion (k) shall be determined as the quotient of the maximum braking forces without locking the wheels and the corresponding dynamic load on the axle being braked. |
| --- | --- |

1.1.1.

| 1.1.2. | The brakes shall be applied on only one axle of the vehicle under test, at an initial speed of 50 km/h. The braking forces shall be distributed between the wheels of the axle to reach maximum performance. The anti-lock system shall be disconnected, or inoperative, between 40 km/h and 20 km/h. |
| --- | --- |

1.1.2.

| 1.1.3. | A number of tests at increments of line pressure shall be carried out to determine the maximum braking rate of the vehicle (zmax). During each test, a constant input force shall be maintained and the braking rate will be determined by reference to the time taken (t) for the speed to reduce from 40 km/h to 20 km/h using the formula:
  zmax is the maximum value of z; t is in seconds. |
| --- | --- |

1.1.3.

zmax is the maximum value of z; t is in seconds.

Formula

| 1.1.3.1. | Wheel lock may occur below 20 km/h. |
| --- | --- |

1.1.3.1.

| 1.1.3.2. | Starting from the minimum measured value of t, called tmin, then select three values of t comprised within tmin and 1,05 tmin and calculate their arithmetical mean value tm, then calculate





  If it is demonstrated that for practical reasons the three values defined above cannot be obtained, then the minimum time tmin may be utilized. However, the requirements of paragraph 1.3 below shall still apply. |
| --- | --- |

1.1.3.2.

Formula

If it is demonstrated that for practical reasons the three values defined above cannot be obtained, then the minimum time tmin may be utilized. However, the requirements of paragraph 1.3 below shall still apply.

| 1.1.4. | The braking forces shall be calculated from the measured braking rate and the rolling resistance of the unbraked axle(s) which is equal to 0,015 and 0,010 of the static axle load for a driven axle and a non-driven axle, respectively. |
| --- | --- |

1.1.4.

| 1.1.5. | The dynamic load on the axle shall be that given by the formulae in Annex 10 to this Regulation. |
| --- | --- |

1.1.5.

| 1.1.6. | The value of k shall be rounded to three decimal places. |
| --- | --- |

1.1.6.

| 1.1.7. | Then, the test will be repeated for the other axle(s) as defined in paragraphs 1.1.1 to 1.1.6 above (for exemptions see paragraphs 1.4 and 1.5 below). |
| --- | --- |

1.1.7.

| 1.1.8. | For example, in the case of a two-axle rear-wheel drive vehicle, with the front axle (1) being braked, the coefficient of adhesion (k) is given by: |
| --- | --- |

1.1.8.

Formula

| 1.1.9. | One coefficient will be determined for the front axle kf and one for the rear axle kr. |
| --- | --- |

1.1.9.

1.2.   Determination of the adhesion utilized (ε)

| 1.2.1. | The adhesion utilized (ε) is defined as the quotient of the maximum braking rate with the anti-lock system operative (zAL) and the coefficient of adhesion (kM) i.e., |
| --- | --- |

1.2.1.

Formula

| 1.2.2. | From an initial vehicle speed of 55 km/h, the maximum braking rate (zAL) shall be measured with full cycling of the anti-lock braking system and based on the average value of 3 tests, as in paragraph 1.1.3 of this Appendix, using the time taken for the speed to reduce from 45 km/h to 15 km/h, according to the following formula: |
| --- | --- |

1.2.2.

Formula

| 1.2.3. | The coefficient of adhesion kM shall be determined by weighting with the dynamic axle loads.





  where: |
| --- | --- |

1.2.3.

Formula

where:

Formula

Formula

| 1.2.4. | The value of ε shall be rounded to two decimal places. |
| --- | --- |

1.2.4.

| 1.2.5. | In the case of a vehicle equipped with an anti-lock system of categories 1 or 2, the value of zAL will be based on the whole vehicle, with the anti-lock system operative, and the adhesion utilized (ε) is given by the same formula quoted in paragraph 1.2.1 of this appendix. |
| --- | --- |

1.2.5.

| 1.2.6. | In the case of a vehicle equipped with an anti-lock system of category 3, the value of zAL will be measured on each axle which has at least one directly controlled wheel. For example, for a two-axle rear-wheel drive vehicle with an anti-lock system acting only on the rear axle (2), the adhesion utilized (ε) is given by:





  This calculation shall be made for each axle having at least one directly controlled wheel. |
| --- | --- |

1.2.6.

Formula

This calculation shall be made for each axle having at least one directly controlled wheel.

1.3.   If ε > 1,00 the measurements of coefficients of adhesion shall be repeated. A tolerance of 10 per cent is accepted.

1.4.   For power-driven vehicles equipped with three axles, only the axle not associated with a close-coupled bogie will be used to establish a k value for the vehicle (1).

1.5.   For vehicles of categories N2 and N3 with a wheelbase less than 3,80 m and with h/E ≥ 0,25 the determination of the coefficient of adhesion for the rear axle will be omitted.

| 1.5.1. | In that case the adhesion utilized (ε) is defined as the quotient of the maximum braking rate with the anti-lock system operative (zAL) and the coefficient of adhesion (kf) i.e. |
| --- | --- |

1.5.1.

Formula

2.   METHOD OF MEASUREMENT FOR TRAILERS

2.1.   General

| 2.1.1. | The coefficient of adhesion (k) shall be determined as the quotient of the maximum braking forces without locking the wheels and the corresponding dynamic load on the axle being braked. |
| --- | --- |

2.1.1.

| 2.1.2. | The brakes shall be applied on only one axle of the trailer under test, at an initial speed of 50 km/h. The braking forces shall be distributed between the wheels of the axle to reach maximum performance. The anti-lock system shall be disconnected or inoperative, between 40 km/h and 20 km/h. |
| --- | --- |

2.1.2.

| 2.1.3. | A number of tests at increments of line pressure shall be carried out to determine the maximum braking rate of the vehicle combination (zCmax) with the trailer only braked. During each test, a constant input force shall be maintained and the braking rate will be determined by reference to the time taken (t) for the speed to reduce from 40 km/h to 20 km/h using the formula: |
| --- | --- |

2.1.3.

Formula

| 2.1.3.1. | Wheel lock may occur below 20 km/h. |
| --- | --- |

2.1.3.1.

| 2.1.3.2. | Starting from the minimum measured value of t, called tmin, then select three values of t comprised within tmin and 1,05 tmin and calculate their arithmetical mean value tm, then calculate





  If it is demonstrated that for practical reasons the three values defined above cannot be obtained, then the minimum time tmin may be utilized. |
| --- | --- |

2.1.3.2.

Formula

If it is demonstrated that for practical reasons the three values defined above cannot be obtained, then the minimum time tmin may be utilized.

| 2.1.4. | The adhesion utilized (ε) shall be calculated by means of the formula:





  The k value has to be determined according to paragraph 2.2.3 of this appendix for full trailers or paragraph 2.3.1 of this appendix for semi-trailers respectively. |
| --- | --- |

2.1.4.

Formula

The k value has to be determined according to paragraph 2.2.3 of this appendix for full trailers or paragraph 2.3.1 of this appendix for semi-trailers respectively.

| 2.1.5. | If ε > 1,00 the measurements of coefficients of adhesion shall be repeated. A tolerance of 10 per cent is accepted. |
| --- | --- |

2.1.5.

| 2.1.6. | The maximum braking rate (zRAL) shall be measured with full cycling of the anti-lock braking system and the towing vehicle unbraked, based on the average value of three tests, as in paragraph 2.1.3 of this appendix. |
| --- | --- |

2.1.6.

2.2.   Full trailers

| 2.2.1. | The measurement of k (with the anti-lock system being disconnected, or inoperative, between 40 km/h and 20 km/h) will be performed for the front and the rear axles.
  For one front axle i:















  For one rear axle i: |
| --- | --- |

2.2.1.

For one front axle i:

Formula

Formula

Formula

For one rear axle i:

Formula

Formula

Formula

| 2.2.2. | The values of kf and kr will be rounded to three decimal places. |
| --- | --- |

2.2.2.

| 2.2.3. | The coefficient of adhesion kR shall be determined proportionally according to the dynamic axle loads. |
| --- | --- |

2.2.3.

Formula

| 2.2.4. | Measurement of zRAL (with the anti-lock system operative)





  zRAL is to be determined on a surface with a high coefficient of adhesion and, for vehicles with a category A anti-lock system, also on a surface with a low coefficient of adhesion. |
| --- | --- |

2.2.4.

Formula

zRAL is to be determined on a surface with a high coefficient of adhesion and, for vehicles with a category A anti-lock system, also on a surface with a low coefficient of adhesion.

2.3.   Semi-trailers and centre-axle trailers

| 2.3.1. | The measurement of k (with the anti-lock system being disconnected or inoperative, between 40 km/h and 20 km/h) shall be carried out with wheels fitted only on one axle, the wheels of the other axle(s) are removed. |
| --- | --- |

2.3.1.

Formula

Formula

Formula

| 2.3.2. | The measurement of zRAL (with the anti-lock system operative) shall be carried out with all wheels fitted.















  zRAL is to be determined on a surface with a high coefficient of adhesion and, for vehicles with a category A anti-lock system, also on a surface with a low coefficient of adhesion. |
| --- | --- |

2.3.2.

Formula

Formula

Formula

zRAL is to be determined on a surface with a high coefficient of adhesion and, for vehicles with a category A anti-lock system, also on a surface with a low coefficient of adhesion.

---

(1)  Until a uniform test procedure is agreed, vehicles with more than three axles and special vehicles will be subject to consultation with the Technical Service.

APPENDIX 3

PERFORMANCE ON DIFFERING ADHESION SURFACES

1.   POWER-DRIVEN VEHICLES

| 1.1. | The prescribed braking rate referred to in paragraph 5.3.5 of this annex may be calculated by reference to the measured coefficient of adhesion of the two surfaces on which this test is carried out. These two surfaces shall satisfy the conditions prescribed in paragraph 5.3.4 of this annex. |
| --- | --- |

1.1.

| 1.2. | The coefficient of adhesion (kH and kL) of the high- and low- adhesion surfaces, respectively, shall be determined in accordance with the provisions in paragraph 1.1 of Appendix 2 to this annex. |
| --- | --- |

1.2.

| 1.3. | The braking rate (zMALS) for laden power-driven vehicles shall be:



  and zMALS ≥ kL |
| --- | --- |

1.3.

Formula
  and zMALS ≥ kL

2.   TRAILERS

| 2.1. | The braking rate referred to in paragraph 6.3.2 of this annex may be calculated by reference to the measured braking rates zRALH and zRALL on the two surfaces on which the tests are carried out with the anti-lock system operative. These two surfaces shall satisfy the conditions prescribed in paragraph 6.3.2 of this annex. |
| --- | --- |

2.1.

| 2.2. | The braking rate zRALS shall be:





  and





  If εH > 0,95, use εH = 0,95 |
| --- | --- |

2.2.

Formula

and

Formula

If εH > 0,95, use εH = 0,95

APPENDIX 4

METHOD OF SELECTION OF THE LOW-ADHESION SURFACES

| 1. | Details of the coefficient of adhesion of the surface selected, as defined in paragraph 5.1.1.2 of this annex, shall be given to the Technical Service. |
| --- | --- |

1.

| 1.1. | These data shall include a curve of the coefficient of adhesion versus slip (from 0 to 100 per cent slip) for a speed of approximately 40 km/h (1). |
| --- | --- |

1.1.

| 1.1.1. | The maximum value of the curve will represent kpeak and the value at 100 per cent slip will represent klock. |
| --- | --- |

1.1.1.

| 1.1.2. | The ratio R shall be determined as the quotient of the kpeak and klock. |
| --- | --- |

1.1.2.

Formula

| 1.1.3. | The value of R shall be rounded to one decimal place. |
| --- | --- |

1.1.3.

| 1.1.4. | The surface to be used shall have a ratio R between 1,0 and 2,0 (2). |
| --- | --- |

1.1.4.

| 2. | Prior to the tests, the Technical Service shall ensure that the selected surface meets the specified requirements and shall be informed of the following:






  (a) | test method to determine R, |
| --- | --- | --- |

2.

(a)

test method to determine R,

| (b) | type of vehicle (power-driven vehicle, trailer, ...), |
| --- | --- |

(b)

type of vehicle (power-driven vehicle, trailer, ...),

| (c) | axle load and tyres (different loads and different tyres have to be tested and the results shown to the Technical Service which will decide if they are representative for the vehicle to be approved). |
| --- | --- |

(c)

axle load and tyres (different loads and different tyres have to be tested and the results shown to the Technical Service which will decide if they are representative for the vehicle to be approved).

| 2.1. | The value of R shall be mentioned in the test report.
  The calibration of the surface has to be carried out at least once a year with a representative vehicle to verify the stability of R. |
| --- | --- |

2.1.

The calibration of the surface has to be carried out at least once a year with a representative vehicle to verify the stability of R.

---

(1)  Until a uniform test procedure is established for the determination of the adhesion curve for vehicles with a maximum mass exceeding 3,5 tonnes, the curve established for passenger cars may be used. In this case, for such vehicles, the ratio kpeak to klock shall be established using a value of kpeak as defined in Appendix 2 to this annex. With the consent of the Technical Service, the coefficient of adhesion described in this paragraph may be determined by another method provided that the equivalence of the values of kpeak and klock are demonstrated.

(2)  Until such test surfaces become generally available, a ratio R up to 2,5 is acceptable, subject to discussion with the Technical Service.

---

ANNEX 14

Test conditions for trailers with electrical braking systems

1.   GENERAL

| 1.1. | For the purposes of the following provisions electrical braking systems are service braking systems consisting of a control device, an electromechanical transmission device, and friction brakes. The electrical control device regulating the voltage for the trailer shall be situated on the trailer. |
| --- | --- |

1.1.

| 1.2. | The electrical energy required for the electrical braking system is supplied to the trailer by the towing vehicle. |
| --- | --- |

1.2.

| 1.3. | Electrical braking systems shall be actuated by operating the service braking system of the towing vehicle. |
| --- | --- |

1.3.

| 1.4. | The nominal voltage rating shall be 12 V. |
| --- | --- |

1.4.

| 1.5. | The maximum current consumption shall not exceed 15 A. |
| --- | --- |

1.5.

| 1.6. | The electrical connection of the electrical braking system to the towing vehicle shall be effected by means of a special plug and socket connection corresponding to ... (1), the plug of which shall not be compatible with the sockets of the lighting equipment of the vehicle. The plug together with the cable shall be situated on the trailer. |
| --- | --- |

1.6.

2.   CONDITIONS CONCERNING THE TRAILER

| 2.1. | If there is a battery on the trailer fed by the power supply unit of the towing vehicle, it shall be separated from its supply line during service braking of the trailer. |
| --- | --- |

2.1.

| 2.2. | With trailers whose unladen mass is less than 75 per cent of their maximum mass, the braking force shall be automatically regulated as a function of the loading condition of the trailer. |
| --- | --- |

2.2.

| 2.3. | Electrical braking systems shall be such that even when the voltage in the connection lines is reduced to a value of 7 V, a braking effect of 20 per cent of the (sum of the) maximum stationary axle load(s) is maintained. |
| --- | --- |

2.3.

| 2.4. | Control devices for regulating the braking force, which react to the inclination in the direction of travel (pendulum, spring-mass-system, liquid-inertia-switch) shall, if the trailer has more than one axle and a vertically adjustable towing device, be attached to the chassis. In the case of single-axle trailers and trailers with close-coupled axles where the axle spread is less than 1 metre, these control devices shall be equipped with a mechanism indicating its horizontal position (e.g., spirit level) and shall be manually adjustable to allow the mechanism to be set in the horizontal plane in line with the direction of travel of the vehicle. |
| --- | --- |

2.4.

| 2.5. | The relay for actuating the braking current in accordance with paragraph 5.2.1.19.2 of this Regulation, which is connected to the actuating line, shall be situated on the trailer. |
| --- | --- |

2.5.

| 2.6. | A dummy socket shall be provided for the plug. |
| --- | --- |

2.6.

| 2.7. | A tell-tale shall be provided at the control device, lighting up at any brake application and indicating the proper functioning of the trailer electrical braking system. |
| --- | --- |

2.7.

3.   PERFORMANCE

| 3.1. | Electrical braking systems shall respond at a deceleration of the tractor/trailer combination of not more than 0,4 m/s2. |
| --- | --- |

3.1.

| 3.2. | The braking effect may commence with an initial braking force, which shall not be higher than 10 per cent of the (sum of the) maximum stationary axle load(s) nor higher than 13 per cent of the (sum of the) stationary axle load(s) of the unladen trailer. |
| --- | --- |

3.2.

| 3.3. | The braking forces may also be increased in steps. At higher levels of the braking forces than those referred to in paragraph 3.2 of this annex these steps shall not be higher than 6 per cent of the (sum of the) maximum stationary axle load(s) nor higher than 8 per cent of the (sum of the) stationary axle load(s) of the unladen trailer.
  However, in the case of single-axle trailers having a maximum mass not exceeding 1,5 tonnes, the first step shall not exceed 7 per cent of the (sum of the) maximum stationary axle load(s) of the trailer. An increase of 1 per cent of this value is permitted for the subsequent steps (example: first step 7 per cent, second step 8 per cent, third step 9 per cent, etc; any further step should not exceed 10 per cent). For the purpose of these provisions a two-axle trailer having a wheelbase shorter than 1 m will be considered as a single axle trailer. |
| --- | --- |

3.3.

However, in the case of single-axle trailers having a maximum mass not exceeding 1,5 tonnes, the first step shall not exceed 7 per cent of the (sum of the) maximum stationary axle load(s) of the trailer. An increase of 1 per cent of this value is permitted for the subsequent steps (example: first step 7 per cent, second step 8 per cent, third step 9 per cent, etc; any further step should not exceed 10 per cent). For the purpose of these provisions a two-axle trailer having a wheelbase shorter than 1 m will be considered as a single axle trailer.

| 3.4. | The prescribed braking force of the trailer of at least 50 per cent of the maximum total axle load shall be attained - with maximum mass - in the case of a mean fully developed deceleration of the tractor/trailer combination of not more than 5,9 m/s2 with single-axle trailers and of not more than 5,6 m/s2 with multi-axle trailers. Trailers with close-coupled axles where the axle spread is less than 1 m are also considered as single-axle trailers within the meaning of this provision. Moreover, the limits as defined in the appendix to this annex shall be observed. If the braking force is regulated in steps, they shall lie within the range shown in the appendix to this annex. |
| --- | --- |

3.4.

| 3.5. | The test shall be carried out with an initial speed of 60 km/h. |
| --- | --- |

3.5.

| 3.6. | Automatic braking of the trailer shall be provided in accordance with the conditions of paragraph 5.2.2.9 of this Regulation. If this automatic braking action requires electrical energy, a trailer braking force of at least 25 per cent of the maximum total axle load shall be achieved for at least 15 minutes to satisfy the above-mentioned conditions. |
| --- | --- |

3.6.

---

(1)  Under study. Until the characteristics of this special connection have been determined, the type to be used will be indicated by the national authority granting the approval.

APPENDIX

Compatibility of the braking rate of the trailer and the mean fully developed deceleration of the tractor/trailer combination (trailer laden and unladen)

Image 34

Notes:

| 1. | Limits indicated in the diagram refer to laden and unladen trailers. When the trailer unladen mass exceeds 75 per cent of its maximum mass, limits shall be applied only to ‘laden’ conditions. |
| --- | --- |

1.

| 2. | Limits indicated in the diagram do not affect the provisions of this annex regarding the minimum braking performances required. However, if braking performances obtained during test - in accordance with provisions indicated in paragraph 3.4 of this annex - are greater than those required, said performances shall not exceed the limits indicated in the above diagram.







  TR | = | sum of braking forces at periphery of all wheels of trailer. |
| --- | --- | --- | --- |
| PR | = | total normal static reaction of road surface on wheels of trailer. |
| dm | = | mean fully developed deceleration of tractor/trailer combination. |

2.

TR

=

sum of braking forces at periphery of all wheels of trailer.

PR

=

total normal static reaction of road surface on wheels of trailer.

dm

=

mean fully developed deceleration of tractor/trailer combination.

---

ANNEX 15

INERTIA DYNAMOMETER TEST METHOD FOR BRAKE LININGS

1.   GENERAL

| 1.1. | The procedure described in this annex may be applied in the event of a modification of vehicle type resulting from the fitting of brake linings of another type to vehicles which have been approved in accordance with this Regulation. |
| --- | --- |

1.1.

| 1.2. | The alternative types of brake linings shall be checked by comparing their performance with that obtained from the brake linings with which the vehicle was equipped at the time of approval and conforming to the components identified in the relevant information document, a model of which is given in Annex 2 to this Regulation. |
| --- | --- |

1.2.

| 1.3. | The Technical Service responsible for conducting approval tests may at its discretion require comparison of the performance of the brake linings to be carried out in accordance with the relevant provisions contained in Annex 4 to this Regulation. |
| --- | --- |

1.3.

| 1.4. | Application for approval by comparison shall be made by the vehicle manufacturer or by his duly accredited representative. |
| --- | --- |

1.4.

| 1.5. | In the context of this annex, ‘vehicle’ shall mean the vehicle-type approved according to this Regulation and for which it is requested that the comparison shall be considered satisfactory. |
| --- | --- |

1.5.

2.   TEST EQUIPMENT

| 2.1. | A dynamometer having the following characteristics shall be used for the tests:






  2.1.1. | It shall be capable of generating the inertia required by paragraph 3.1 of this annex, and have the capacity to meet the requirements prescribed by paragraphs 1.5, 1.6 and 1.7 of Annex 4 to this Regulation with respect to Type-I, Type-II and Type-III tests. |
| --- | --- | --- |

2.1.

2.1.1.

It shall be capable of generating the inertia required by paragraph 3.1 of this annex, and have the capacity to meet the requirements prescribed by paragraphs 1.5, 1.6 and 1.7 of Annex 4 to this Regulation with respect to Type-I, Type-II and Type-III tests.

| 2.1.2. | The brakes fitted shall be identical with those of the original vehicle-type concerned. |
| --- | --- |

2.1.2.

The brakes fitted shall be identical with those of the original vehicle-type concerned.

| 2.1.3. | Air cooling, if provided, shall be in accordance with paragraph 3.4 of this annex. |
| --- | --- |

2.1.3.

Air cooling, if provided, shall be in accordance with paragraph 3.4 of this annex.

| 2.1.4. | The instrumentation for the test shall be capable of providing at least the following data:






  2.1.4.1. | a continuous recording of disc or drum rotational speed; |
| --- | --- | --- |

2.1.4.

The instrumentation for the test shall be capable of providing at least the following data:

2.1.4.1.

a continuous recording of disc or drum rotational speed;

| 2.1.4.2. | number of revolutions completed during a stop, to a resolution not greater than one eighth of a revolution; |
| --- | --- |

2.1.4.2.

number of revolutions completed during a stop, to a resolution not greater than one eighth of a revolution;

| 2.1.4.3. | stop time; |
| --- | --- |

2.1.4.3.

stop time;

| 2.1.4.4. | a continuous recording of the temperature measured in the centre of the path swept by the lining or at mid-thickness of the disc or drum or lining; |
| --- | --- |

2.1.4.4.

a continuous recording of the temperature measured in the centre of the path swept by the lining or at mid-thickness of the disc or drum or lining;

| 2.1.4.5. | a continuous recording of brake application control line pressure or force; |
| --- | --- |

2.1.4.5.

a continuous recording of brake application control line pressure or force;

| 2.1.4.6. | a continuous recording of brake output torque. |
| --- | --- |

2.1.4.6.

a continuous recording of brake output torque.

3.   TEST CONDITIONS

| 3.1. | The dynamometer shall be set as close as possible, with ± 5 per cent tolerance, to the rotary inertia equivalent to that part of the total inertia of the vehicle braked by the appropriate wheel(s) according to the following formula:
  I = MR2

  where:







  I | = | rotational inertia [kg · m2] |
| --- | --- | --- | --- |
| R | = | dynamic tyre rolling radius [m] |
| M | = | that part of the maximum mass of the vehicle braked by the appropriate wheel(s). In the case of a single-ended dynamometer, this part shall be calculated from the design braking distribution in the case of vehicles of categories M2, M3 and N when deceleration corresponds to the appropriate value given in paragraph 2.1 of Annex 4 to this Regulation; in the case of vehicles of category O (trailers), the value of M will correspond to the load on the ground for the appropriate wheel when the vehicle is stationary and loaded to its maximum mass. |

3.1.

I = MR2

where:

I

=

rotational inertia [kg · m2]

R

=

dynamic tyre rolling radius [m]

M

=

that part of the maximum mass of the vehicle braked by the appropriate wheel(s). In the case of a single-ended dynamometer, this part shall be calculated from the design braking distribution in the case of vehicles of categories M2, M3 and N when deceleration corresponds to the appropriate value given in paragraph 2.1 of Annex 4 to this Regulation; in the case of vehicles of category O (trailers), the value of M will correspond to the load on the ground for the appropriate wheel when the vehicle is stationary and loaded to its maximum mass.

| 3.2. | The initial rotational speed of the inertia dynamometer shall correspond to the linear speed of the vehicle as prescribed in Annex 4 to this Regulation and shall be based on the dynamic rolling radius of the tyre. |
| --- | --- |

3.2.

| 3.3. | Brake linings shall be at least 80 per cent bedded and shall not have exceeded a temperature of 180 °C during the bedding procedure, or alternatively, at the vehicle manufacturer’s request, be bedded in accordance with his recommendations. |
| --- | --- |

3.3.

| 3.4. | Cooling air may be used, flowing over the brake in a direction perpendicular to its axis of rotation. The velocity of the cooling air over the brake shall be:
  vair = 0,33 v
  where







  v | = | vehicle test speed at initiation of braking. |
| --- | --- | --- | --- |

3.4.

vair = 0,33 v

where

v

=

vehicle test speed at initiation of braking.

The temperature of the cooling air shall be the ambient temperature.

4.   TEST PROCEDURE

4.1.   Five sample sets of the brake lining shall be subjected to the comparison test; they shall be compared with five sets of linings conforming to the original components identified in the information document concerning the first approval of the vehicle type concerned.

4.2.   Brake lining equivalence shall be based on a comparison of the results achieved using the test procedures prescribed in this annex and in accordance with the following requirements.

4.3.   Type-0 cold performance test

| 4.3.1. | Three brake applications shall be made when the initial temperature is below 100 °C. The temperature shall be measured in accordance with the provisions of paragraph 2.1.4.4 of this annex. |
| --- | --- |

4.3.1.

| 4.3.2. | In the case of brake linings intended for use on vehicles of categories M2, M3 and N, brake applications shall be made from an initial rotational speed equivalent to that given in paragraph 2.1 of Annex 4 to this Regulation, and the brake shall be applied to achieve a mean torque equivalent to the deceleration prescribed in that paragraph. In addition, tests shall also be carried out at several rotational speeds, the lowest being equivalent to 30 per cent of the maximum speed of the vehicle and the highest being equivalent to 80 per cent of that speed. |
| --- | --- |

4.3.2.

| 4.3.3. | In the case of brake linings intended for use on vehicles of category O, brake applications shall be made from an initial rotational speed equivalent to 60 km/h, and the brake shall be applied to achieve a mean torque equivalent to that prescribed in paragraph 3.1 of Annex 4 to this Regulation. A supplementary cold performance test from an initial rotational speed equivalent to 40 km/h shall be carried out for comparison with the Type-I test results as described in paragraph 3.1.2.2 of Annex 4 to this Regulation. |
| --- | --- |

4.3.3.

| 4.3.4. | The mean braking torque recorded during the above cold performance tests on the linings being tested for the purpose of comparison shall, for the same input measurement, be within the test limits ± 15 per cent of the mean braking torque recorded with the brake linings conforming to the component identified in the relevant application for vehicle type approval. |
| --- | --- |

4.3.4.

4.4.   Type-I test (fade test)

4.4.1.   With repeated braking

| 4.4.1.1. | Brake linings for vehicles of categories M2, M3 and N shall be tested according to the procedure given in paragraph 1.5.1 of Annex 4 to this Regulation. |
| --- | --- |

4.4.1.1.

4.4.2.   With continuous braking

| 4.4.2.1. | Brake linings for trailers (category O) shall be tested in accordance with paragraph 1.5.2 of Annex 4 to this Regulation. |
| --- | --- |

4.4.2.1.

4.4.3.   Hot performance

| 4.4.3.1. | On completion of the tests required under paragraphs 4.4.1 and 4.4.2 of this annex, the hot braking performance test specified in paragraph 1.5.3 of Annex 4 to this Regulation shall be carried out. |
| --- | --- |

4.4.3.1.

| 4.4.3.2. | The mean braking torque recorded during the above hot performance tests on the linings being tested for the purpose of comparison shall, for the same input measurement, be within the test limits ± 15 per cent of the mean braking torque recorded with the brake linings conforming to the component identified in the relevant application for vehicle type approval. |
| --- | --- |

4.4.3.2.

4.5.   Type-II test (downhill behaviour test):

4.5.1.   This test is required only if, on the vehicle-type in question, the friction brakes are used for the Type-II test.

4.5.2.   Brake linings for power-driven vehicles of category M3 (except for those vehicles required to undergo a Type-IIA test according to paragraph 1.6.4 of Annex 4 to this Regulation) and category N3, and trailers of category O4 shall be tested according to the procedure set out in paragraph 1.6.1 of Annex 4 to this Regulation.

4.5.3.   Hot performance

| 4.5.3.1. | On completion of the test required under paragraph 4.5.1 of this annex, the hot performance test specified in paragraph 1.6.3 of Annex 4 to this Regulation shall be carried out. |
| --- | --- |

4.5.3.1.

| 4.5.3.2. | The mean braking torque recorded during the above hot performance tests on the linings being tested for the purpose of comparison shall, for the same input measurement, be within the test limits ± 15 per cent of the mean braking torque recorded with the brake linings conforming to the component identified in the relevant application for vehicle type approval. |
| --- | --- |

4.5.3.2.

4.6.   Type-III test (fade test)

4.6.1.   Test with repeated braking

| 4.6.1.1. | Brake linings for trailers of category O4, shall be tested according to the procedure given in paragraphs 1.7.1 and 1.7.2 of Annex 4 to this Regulation. |
| --- | --- |

4.6.1.1.

4.6.2.   Hot performance

| 4.6.2.1. | On completion of the tests required under paragraphs 4.6.1 and 4.6.2 of this annex, the hot braking performance test specified in paragraph 1.7.2 of Annex 4 to this Regulation shall be carried out. |
| --- | --- |

4.6.2.1.

| 4.6.2.2. | The mean braking torque during the above hot performance tests on the linings being tested for the purpose of comparison shall, for the same input measurement, be within the test limits 15 per cent of the mean braking torque recorded with the brake linings conforming to the component identified in the relevant application for vehicle type approval. |
| --- | --- |

4.6.2.2.

5.   INSPECTION OF BRAKE LININGS

| 5.1. | Brake linings shall be visually inspected on completion of the above tests to check that they are in satisfactory condition for continued use in normal service. |
| --- | --- |

5.1.

---

ANNEX 16

(Reserved)

---

ANNEX 17

Test procedure to assess the functional compatibility of vehicles equipped with electric control lines

1.   GENERAL

| 1.1. | This annex defines a procedure that may be used to check towing and towed vehicles equipped with an electric control line against the functional and performance requirements referred to in paragraph 5.1.3.6.1 of this Regulation. Alternative procedures may be used at the discretion of the Technical Service if an equivalent level of checking integrity can be established. |
| --- | --- |

1.1.

| 1.2. | The references to ISO 7638 within this annex apply to ISO 7638-1:1997 for 24V applications and ISO 7638-2:1997 for 12V applications. |
| --- | --- |

1.2.

2.   INFORMATION DOCUMENT

| 2.1. | The vehicle manufacturer/system supplier shall supply to the Technical Service an Information Document that contains at least the following:






  2.1.1. | a schematic of the vehicle braking system; |
| --- | --- | --- |

2.1.

2.1.1.

a schematic of the vehicle braking system;

| 2.1.2. | evidence that the interface, including the physical layer, data link layer and the application layer and the respective position of supported messages and parameters, complies with ISO 11992; |
| --- | --- |

2.1.2.

evidence that the interface, including the physical layer, data link layer and the application layer and the respective position of supported messages and parameters, complies with ISO 11992;

| 2.1.3. | a list of supported messages and parameters; and |
| --- | --- |

2.1.3.

a list of supported messages and parameters; and

| 2.1.4. | the specification of the motor vehicle with respect to the number of control circuits that signal the pneumatic and/or electric control lines. |
| --- | --- |

2.1.4.

the specification of the motor vehicle with respect to the number of control circuits that signal the pneumatic and/or electric control lines.

3.   TOWING VEHICLES

3.1.   ISO 11992 trailer simulator

The simulator shall:

| 3.1.1. | have a connector meeting ISO 7638:1997 (7 pin) to connect to the vehicle under test. Pins 6 and 7 of the connector shall be used to transmit and receive messages complying with ISO 11992:2003; |
| --- | --- |

3.1.1.

have a connector meeting ISO 7638:1997 (7 pin) to connect to the vehicle under test. Pins 6 and 7 of the connector shall be used to transmit and receive messages complying with ISO 11992:2003;

| 3.1.2. | be capable of receiving all of the messages transmitted by the motor vehicle to be type approved and be capable of transmitting all trailer messages defined within ISO 11992-2:2003; |
| --- | --- |

3.1.2.

be capable of receiving all of the messages transmitted by the motor vehicle to be type approved and be capable of transmitting all trailer messages defined within ISO 11992-2:2003;

| 3.1.3. | provide a direct or indirect readout of messages, with the parameters in the data field shown in the correct order relative to time; and |
| --- | --- |

3.1.3.

provide a direct or indirect readout of messages, with the parameters in the data field shown in the correct order relative to time; and

| 3.1.4. | include a facility to measure coupling head response time in accordance with paragraph 2.6 of Annex 6 to this Regulation. |
| --- | --- |

3.1.4.

include a facility to measure coupling head response time in accordance with paragraph 2.6 of Annex 6 to this Regulation.

3.2.   Checking procedure

3.2.1.   Confirm that the manufacturer's/supplier's information document demonstrates compliance with the provisions of ISO 11992 with respect to the physical layer, data link layer and application layer.

3.2.2.   Check the following, with the simulator connected to the motor vehicle via the ISO 7638 interface and whilst all trailer messages relevant to the interface are being transmitted:

| 3.2.2.1. | Control line signalling:






  3.2.2.1.1. | The parameters defined in EBS 12 byte 3 of ISO 11992-2:2003 shall be checked against the specification of the vehicle as follows:







  Control Line Signalling | EBS 12 Byte 3 |
| --- | --- | --- | --- |
| Bits 1 - 2 | Bits 5 - 6 |
| Service braking demand generated from one electrical circuit | 00b | |
| Service braking demand generated from two electrical circuits | 01b | |
| Vehicle is not equipped with a pneumatic control line (1) | | 00b |
| Vehicle is equipped with a pneumatic control line | | 01b |

3.2.2.1.

Control line signalling:

3.2.2.1.1.

The parameters defined in EBS 12 byte 3 of ISO 11992-2:2003 shall be checked against the specification of the vehicle as follows:

Control Line Signalling

EBS 12 Byte 3

Bits 1 - 2

Bits 5 - 6

Service braking demand generated from one electrical circuit

00b

Service braking demand generated from two electrical circuits

01b

Vehicle is not equipped with a pneumatic control line (1)

00b

Vehicle is equipped with a pneumatic control line

01b

| 3.2.2.2. | Service/Secondary brake demand:






  3.2.2.2.1 | The parameters defined in EBS 11 of ISO 11992-2:2003 shall be checked as follows:







  Test condition | Byte reference | Electrical control line signal value |
| --- | --- | --- | --- | --- |
| Service brake pedal and secondary brake control released | 3 - 4 | 0 |
| Service brake pedal fully applied | 3 - 4 | 33 280 d to 43 520 d (650 to 850 kPa) |
| Secondary brake fully applied (2) | 3 - 4 | 33 280 d to 43 520 d (650 to 850 kPa) |

3.2.2.2.

Service/Secondary brake demand:

3.2.2.2.1

The parameters defined in EBS 11 of ISO 11992-2:2003 shall be checked as follows:

Test condition

Byte reference

Electrical control line signal value

Service brake pedal and secondary brake control released

3 - 4

0

Service brake pedal fully applied

3 - 4

33 280 d to 43 520 d (650 to 850 kPa)

Secondary brake fully applied (2)

3 - 4

33 280 d to 43 520 d (650 to 850 kPa)

| 3.2.2.3. | Failure warning:






  3.2.2.3.1. | Simulate a permanent failure in the communication line to pin 6 of the ISO 7638 connector and check that the yellow warning signal specified in paragraph 5.2.1.29.1.2 of this Regulation is displayed. |
| --- | --- | --- |

3.2.2.3.

Failure warning:

3.2.2.3.1.

Simulate a permanent failure in the communication line to pin 6 of the ISO 7638 connector and check that the yellow warning signal specified in paragraph 5.2.1.29.1.2 of this Regulation is displayed.

| 3.2.2.3.2. | Simulate a permanent failure in the communication line to pin 7 of the ISO 7638 connector and check that the yellow warning signal specified in paragraph 5.2.1.29.1.2 of this Regulation is displayed. |
| --- | --- |

3.2.2.3.2.

Simulate a permanent failure in the communication line to pin 7 of the ISO 7638 connector and check that the yellow warning signal specified in paragraph 5.2.1.29.1.2 of this Regulation is displayed.

| 3.2.2.3.3. | Simulate message EBS 22, byte 2 with bits 3 - 4 set to 01b and check that the red warning signal specified in paragraph 5.2.1.29.1.1 of this Regulation is displayed. |
| --- | --- |

3.2.2.3.3.

Simulate message EBS 22, byte 2 with bits 3 - 4 set to 01b and check that the red warning signal specified in paragraph 5.2.1.29.1.1 of this Regulation is displayed.

| 3.2.2.4. | Supply line braking request:
  For power-driven vehicles which can be operated with trailers connected via an electric control line only: | Only the electric control line shall be connected. |
| --- | --- | --- |

3.2.2.4.

Supply line braking request:

For power-driven vehicles which can be operated with trailers connected via an electric control line only:

Only the electric control line shall be connected.

| | Simulate message EBS 22, byte 4 with bits 3 - 4 set to 01b and check that when the service brake, secondary brake or parking brake is fully actuated the pressure in the supply line falls to 150 kPa within the following two seconds. |
| --- | --- |

Simulate message EBS 22, byte 4 with bits 3 - 4 set to 01b and check that when the service brake, secondary brake or parking brake is fully actuated the pressure in the supply line falls to 150 kPa within the following two seconds.

| | Simulate a continuous absence of data communication and check that when the service brake, secondary brake or parking brake is fully actuated the pressure in the supply line falls to 150 kPa within the following two seconds. |
| --- | --- |

Simulate a continuous absence of data communication and check that when the service brake, secondary brake or parking brake is fully actuated the pressure in the supply line falls to 150 kPa within the following two seconds.

| 3.2.2.5. | Response time:






  3.2.2.5.1. | Check that, with no faults present, the control line response requirements defined in paragraph 2.6 of Annex 6 to this Regulation are met. |
| --- | --- | --- |

3.2.2.5.

Response time:

3.2.2.5.1.

Check that, with no faults present, the control line response requirements defined in paragraph 2.6 of Annex 6 to this Regulation are met.

3.2.3.   Additional checks

| 3.2.3.1. | At the discretion of the Technical Service the checking procedures defined above may be repeated with the non-braking functions relevant to the interface in different states or switched off. |
| --- | --- |

3.2.3.1.

4.   TRAILERS

4.1.   ISO 11992 towing vehicle simulator

The simulator shall:

| 4.1.1. | have a connector meeting ISO 7638:1997 (7 pin) to connect to the vehicle under test. Pins 6 and 7 of the connector shall be used to transmit and receive messages complying with ISO 11992:2003; |
| --- | --- |

4.1.1.

have a connector meeting ISO 7638:1997 (7 pin) to connect to the vehicle under test. Pins 6 and 7 of the connector shall be used to transmit and receive messages complying with ISO 11992:2003;

| 4.1.2. | have a failure warning display and an electrical power supply for the trailer; |
| --- | --- |

4.1.2.

have a failure warning display and an electrical power supply for the trailer;

| 4.1.3. | shall be capable of receiving all of the messages transmitted by the trailer to be type approved and be capable of transmitting all motor vehicle messages defined within ISO 11992-2:2003. |
| --- | --- |

4.1.3.

shall be capable of receiving all of the messages transmitted by the trailer to be type approved and be capable of transmitting all motor vehicle messages defined within ISO 11992-2:2003.

| 4.1.4. | provide a direct or indirect readout of messages with the parameters in the data field shown in the correct order relative to time; and |
| --- | --- |

4.1.4.

provide a direct or indirect readout of messages with the parameters in the data field shown in the correct order relative to time; and

| 4.1.5. | include a facility to measure brake system response time in accordance with paragraph 3.5.2 of Annex 6 to this Regulation. |
| --- | --- |

4.1.5.

include a facility to measure brake system response time in accordance with paragraph 3.5.2 of Annex 6 to this Regulation.

4.2.   Checking procedure

4.2.1.   Confirm that the manufacturer's/supplier's Information Document demonstrates compliance with the provisions of ISO 11992:2003 with respect to the physical layer, data link layer and application layer.

4.2.2.   Check the following, with the simulator connected to the trailer via the ISO 7638 interface and whilst all towing vehicle messages relevant to the interface are being transmitted:

4.2.2.1.   Service brake system function:

| 4.2.2.1.1. | The trailer response to the parameters defined in EBS 11 of ISO 11992-2:2003 shall be checked as follows:
  The pressure in the supply line at the start of each test shall be ≥ 700 kPa and the vehicle shall be laden (the loading condition may be simulated for the purpose of this check).






  4.2.2.1.1.1. | For trailers equipped with pneumatic and electric control lines: | both control lines shall be connected; |
| --- | --- | --- | --- |

4.2.2.1.1.

The trailer response to the parameters defined in EBS 11 of ISO 11992-2:2003 shall be checked as follows:

The pressure in the supply line at the start of each test shall be ≥ 700 kPa and the vehicle shall be laden (the loading condition may be simulated for the purpose of this check).

4.2.2.1.1.1.

For trailers equipped with pneumatic and electric control lines:

both control lines shall be connected;

| | both control lines shall be signalled simultaneously; |
| --- | --- |

both control lines shall be signalled simultaneously;

| | the simulator shall transmit message byte 3, bits 5 – 6; |
| --- | --- |

the simulator shall transmit message byte 3, bits 5 – 6;

| | of EBS 12 set to 01b to indicate to the trailer that a pneumatic control line should be connected. |
| --- | --- |

of EBS 12 set to 01b to indicate to the trailer that a pneumatic control line should be connected.

Parameters to be checked:

| Message transmitted by the simulator | Pressure at the brake chambers |
| --- | --- |
| Byte reference | Digital demand value | |
| 3 - 4 | 0 | 0 kPa |
| 3 - 4 | 33 280 d

  (650 kPa) | As defined in the vehicle manufacturer’s brake calculation |

Message transmitted by the simulator

Pressure at the brake chambers

Byte reference

Digital demand value

3 - 4

0

0 kPa

3 - 4

33 280 d

(650 kPa)

As defined in the vehicle manufacturer’s brake calculation

| 4.2.2.1.1.2. | Trailers equipped with pneumatic and electric control lines or an electric control line only:
  Only the electric control line shall be connected
  The simulator shall transmit the following messages:
  Byte 3, bits 5 - 6 of EBS 12 set to 00b to indicate to the trailer that a pneumatic control line is not available, and byte 3, bits 1 - 2 of EBS 12 set to 01b to indicate to the trailer that the electric control line signal is generated from two electric circuits.
  Parameters to be checked:







  Message transmitted by the simulator | Pressure at the brake chambers |
| --- | --- | --- |
| Byte reference | Digital demand value | |
| 3 - 4 | 0 | 0 kPa |
| 3 - 4 | 33 280 d

  (650 kPa) | As defined in the vehicle manufacturer’s brake calculation |

4.2.2.1.1.2.

Trailers equipped with pneumatic and electric control lines or an electric control line only:

Only the electric control line shall be connected

The simulator shall transmit the following messages:

Byte 3, bits 5 - 6 of EBS 12 set to 00b to indicate to the trailer that a pneumatic control line is not available, and byte 3, bits 1 - 2 of EBS 12 set to 01b to indicate to the trailer that the electric control line signal is generated from two electric circuits.

Parameters to be checked:

Message transmitted by the simulator

Pressure at the brake chambers

Byte reference

Digital demand value

3 - 4

0

0 kPa

3 - 4

33 280 d

(650 kPa)

As defined in the vehicle manufacturer’s brake calculation

| 4.2.2.1.2. | For trailers equipped with only an electric control line, the response to messages defined in EBS 12 of ISO 11992-2:2003 shall be checked as follows:
  The pneumatic supply line at the start of each test shall be ≥ 700 kPa.
  The electric control line shall be connected to the simulator.
  The simulator shall transmit the following messages: | Byte 3, bits 5 – 6 of EBS 12 set to 01b to indicate to the trailer that a pneumatic control line is available. |
| --- | --- | --- |

4.2.2.1.2.

For trailers equipped with only an electric control line, the response to messages defined in EBS 12 of ISO 11992-2:2003 shall be checked as follows:

The pneumatic supply line at the start of each test shall be ≥ 700 kPa.

The electric control line shall be connected to the simulator.

The simulator shall transmit the following messages:

Byte 3, bits 5 – 6 of EBS 12 set to 01b to indicate to the trailer that a pneumatic control line is available.

| | Byte 3-4 of EBS 11 shall be set to 0 (no service brake demand) |
| --- | --- |

Byte 3-4 of EBS 11 shall be set to 0 (no service brake demand)

The response to the following messages shall be checked:

| EBS 12, Byte 3, Bit 1-2 | Pressure in the brake chambers or reaction of the trailer |
| --- | --- |
| 01b | 0 kPa (service brake released) |
| 00b | The trailer is automatically braked to demonstrate that the combination is not compatible. A signal should also be transmitted via Pin 5 of the ISO 7638:1997 connector (yellow warning). |

EBS 12, Byte 3, Bit 1-2

Pressure in the brake chambers or reaction of the trailer

01b

0 kPa (service brake released)

00b

The trailer is automatically braked to demonstrate that the combination is not compatible. A signal should also be transmitted via Pin 5 of the ISO 7638:1997 connector (yellow warning).

| 4.2.2.1.3. | For trailers connected with only an electrical control line, the response of the trailer to a failure in the electric control transmission of the trailer which results in a reduction in braking performance to at least 30 per cent of the prescribed value shall be checked by the following procedure:
  The pneumatic supply line at the start of each test shall be 700 kPa.
  The electric control line shall be connected to the simulator.
  Byte 3, bits 5-6 of EBS 12 set to 00b to indicate to the trailer that a pneumatic control line is not available.
  Byte 3, bits 1-2 of EBS 12 set to 01b to indicate to the trailer that the electric control line signal is generated from two independent circuits.
  The following shall be checked:






  Test condition | Braking system response |
| --- | --- | --- |
| With no faults present in the trailer braking system | Check that the braking system is communicating with the simulator and that Byte 4, bits 3-4 of EBS 22 is set to 00b. |
| Introduce a failure in the electric control transmission of the trailer braking system that prevents at least 30 per cent of the prescribed braking performance from being maintained | Check that Byte 4, bits 3-4 of EBS 22 is set to 01b

  or
  The data communications to the simulator has been terminated |

4.2.2.1.3.

For trailers connected with only an electrical control line, the response of the trailer to a failure in the electric control transmission of the trailer which results in a reduction in braking performance to at least 30 per cent of the prescribed value shall be checked by the following procedure:

The pneumatic supply line at the start of each test shall be 700 kPa.

The electric control line shall be connected to the simulator.

Byte 3, bits 5-6 of EBS 12 set to 00b to indicate to the trailer that a pneumatic control line is not available.

Byte 3, bits 1-2 of EBS 12 set to 01b to indicate to the trailer that the electric control line signal is generated from two independent circuits.

The following shall be checked:

Test condition

Braking system response

With no faults present in the trailer braking system

Check that the braking system is communicating with the simulator and that Byte 4, bits 3-4 of EBS 22 is set to 00b.

Introduce a failure in the electric control transmission of the trailer braking system that prevents at least 30 per cent of the prescribed braking performance from being maintained

Check that Byte 4, bits 3-4 of EBS 22 is set to 01b

or

The data communications to the simulator has been terminated

4.2.2.2.   Failure warning

| 4.2.2.2.1. | Check that the appropriate warning message or signal is transmitted under the following conditions:






  4.2.2.2.1.1. | Where a permanent failure within the electric control transmission of the trailer braking system precludes the service braking performance being met, simulate such a failure and check that byte 2, bits 3 – 4 of EBS 22 transmitted by the trailer is set to 01b. A signal should also be transmitted via pin 5 of the ISO 7638 connector (yellow warning). |
| --- | --- | --- |

4.2.2.2.1.

4.2.2.2.1.1.

Where a permanent failure within the electric control transmission of the trailer braking system precludes the service braking performance being met, simulate such a failure and check that byte 2, bits 3 – 4 of EBS 22 transmitted by the trailer is set to 01b. A signal should also be transmitted via pin 5 of the ISO 7638 connector (yellow warning).

| 4.2.2.2.1.2. | Reduce the voltage on pins 1 and 2 of the ISO 7638 connector to below a value nominated by the manufacturer which precludes the service braking system performance from being fulfilled and check that byte 2, bits 3 – 4 of EBS 22 transmitted by the trailer are set to 01b. A signal should also be transmitted via pin 5 of the ISO 7638 connector (yellow warning). |
| --- | --- |

4.2.2.2.1.2.

Reduce the voltage on pins 1 and 2 of the ISO 7638 connector to below a value nominated by the manufacturer which precludes the service braking system performance from being fulfilled and check that byte 2, bits 3 – 4 of EBS 22 transmitted by the trailer are set to 01b. A signal should also be transmitted via pin 5 of the ISO 7638 connector (yellow warning).

| 4.2.2.2.1.3. | Check compliance with the provisions of paragraph 5.2.2.16 of this Regulation by isolating the supply line. Reduce the pressure in the trailer pressure storage system to the value nominated by the manufacturer. Check that byte 2, bits 3 – 4 of EBS 22 transmitted by the trailer is set to 01b and that byte 1, bits 7 – 8 of EBS 23 is set to 00. A signal should also be transmitted via pin 5 of the ISO 7638 connector (yellow warning). |
| --- | --- |

4.2.2.2.1.3.

Check compliance with the provisions of paragraph 5.2.2.16 of this Regulation by isolating the supply line. Reduce the pressure in the trailer pressure storage system to the value nominated by the manufacturer. Check that byte 2, bits 3 – 4 of EBS 22 transmitted by the trailer is set to 01b and that byte 1, bits 7 – 8 of EBS 23 is set to 00. A signal should also be transmitted via pin 5 of the ISO 7638 connector (yellow warning).

| 4.2.2.2.1.4. | When the electrical part of the braking equipment is first energised check that byte 2, bits 3 – 4 of EBS 22 transmitted by the trailer is set to 01b. After the braking system has checked that no defects that require identification by the red warning signal are present the above message should be set to 00b. |
| --- | --- |

4.2.2.2.1.4.

When the electrical part of the braking equipment is first energised check that byte 2, bits 3 – 4 of EBS 22 transmitted by the trailer is set to 01b. After the braking system has checked that no defects that require identification by the red warning signal are present the above message should be set to 00b.

4.2.2.3.   Response time checking

| 4.2.2.3.1. | Check that, with no faults present, the braking system response time requirements defined in paragraph 3.5.2 of Annex 6 to this Regulation are met. |
| --- | --- |

4.2.2.3.1.

4.2.3.   Additional checks

| 4.2.3.1. | At the discretion of the Technical Service the checking procedures defined above may be repeated with the non-braking messages relevant to the interface in different states or switched off.
  Where repeat measurements of the brake system response time are carried out, variations in the value recorded may occur due to the reaction of the vehicle pneumatics. In all cases the prescribed response time requirements shall be met. |
| --- | --- |

4.2.3.1.

Where repeat measurements of the brake system response time are carried out, variations in the value recorded may occur due to the reaction of the vehicle pneumatics. In all cases the prescribed response time requirements shall be met.

---

(1)  This specification of vehicle is prohibited by footnote (4) to paragraph 5.1.3.1.3 of this Regulation.

(2)  Optional on towing vehicles with electric and pneumatic control lines when the pneumatic control line fulfils the relevant requirements for secondary braking.

---

ANNEX 18

Special requirements to be applied to the safety aspects of complex electronic vehicle control systems

1.   GENERAL

This annex defines the special requirements for documentation, fault strategy and verification with respect to the safety aspects of complex electronic vehicle control systems (paragraph 2.3 below) as far as this Regulation is concerned.

This annex may also be called, by special paragraphs in this Regulation, for safety related functions which are controlled by electronic system(s).

This annex does not specify the performance criteria for ‘the system’ but covers the methodology applied to the design process and the information which shall be disclosed to the technical service, for type approval purposes.

This information shall show that ‘The system’ respects, under normal and fault conditions, all the appropriate performance requirements specified elsewhere in this Regulation.

2.   DEFINITIONS

For the purposes of this annex,

| 2.1. | ‘Safety concept’ is a description of the measures designed into the system, for example within the electronic units, so as to address system integrity and thereby ensure safe operation even in the event of an electrical failure.
  The possibility of a fall-back to partial operation or even to a back-up system for vital vehicle functions may be a part of the safety concept. |
| --- | --- |

2.1.

‘Safety concept’ is a description of the measures designed into the system, for example within the electronic units, so as to address system integrity and thereby ensure safe operation even in the event of an electrical failure.

The possibility of a fall-back to partial operation or even to a back-up system for vital vehicle functions may be a part of the safety concept.

| 2.2. | ‘Electronic control system’ means a combination of units, designed to co-operate in the production of the stated vehicle control function by electronic data processing.
  Such systems, often controlled by software, are built from discrete functional components such as sensors, electronic control units and actuators and connected by transmission links. They may include mechanical, electro-pneumatic or electro-hydraulic elements.

  ‘The system’, referred to herein, is the one for which type approval is being sought. |
| --- | --- |

2.2.

‘Electronic control system’ means a combination of units, designed to co-operate in the production of the stated vehicle control function by electronic data processing.

Such systems, often controlled by software, are built from discrete functional components such as sensors, electronic control units and actuators and connected by transmission links. They may include mechanical, electro-pneumatic or electro-hydraulic elements.

‘The system’, referred to herein, is the one for which type approval is being sought.

| 2.3. | ‘Complex electronic vehicle control systems’ are those electronic control systems which are subject to a hierarchy of control in which a controlled function may be over-ridden by a higher level electronic control system/function.
  A function which is over-ridden becomes part of the complex system. |
| --- | --- |

2.3.

‘Complex electronic vehicle control systems’ are those electronic control systems which are subject to a hierarchy of control in which a controlled function may be over-ridden by a higher level electronic control system/function.

A function which is over-ridden becomes part of the complex system.

| 2.4. | ‘Higher-level control’ systems/functions are those which employ additional processing and/or sensing provisions to modify vehicle behaviour by commanding variations in the normal function(s) of the vehicle control system.
  This allows complex systems to automatically change their objectives with a priority which depends on the sensed circumstances. |
| --- | --- |

2.4.

‘Higher-level control’ systems/functions are those which employ additional processing and/or sensing provisions to modify vehicle behaviour by commanding variations in the normal function(s) of the vehicle control system.

This allows complex systems to automatically change their objectives with a priority which depends on the sensed circumstances.

| 2.5. | ‘Units’ are the smallest divisions of system components which will be considered in this annex, since these combinations of components will be treated as single entities for purposes of identification, analysis or replacement. |
| --- | --- |

2.5.

‘Units’ are the smallest divisions of system components which will be considered in this annex, since these combinations of components will be treated as single entities for purposes of identification, analysis or replacement.

| 2.6. | ‘Transmission links’ are the means used for inter-connecting distributed units for the purpose of conveying signals, operating data or an energy supply.
  This equipment is generally electrical but may, in some part, be optical, pneumatic, hydraulic or mechanical. |
| --- | --- |

2.6.

‘Transmission links’ are the means used for inter-connecting distributed units for the purpose of conveying signals, operating data or an energy supply.

This equipment is generally electrical but may, in some part, be optical, pneumatic, hydraulic or mechanical.

| 2.7. | ‘Range of control’ refers to an output variable and defines the range over which the system is likely to exercise control. |
| --- | --- |

2.7.

‘Range of control’ refers to an output variable and defines the range over which the system is likely to exercise control.

| 2.8. | ‘Boundary of functional operation’ defines the boundaries of the external physical limits within which the system is able to maintain control. |
| --- | --- |

2.8.

‘Boundary of functional operation’ defines the boundaries of the external physical limits within which the system is able to maintain control.

3.   DOCUMENTATION

3.1.   Requirements

The manufacturer shall provide a documentation package which gives access to the basic design of ‘The system’ and the means by which it is linked to other vehicle systems or by which it directly controls output variables.

The function(s) of ‘the system’ and the safety concept, as laid down by the manufacturer, shall be explained.

Documentation shall be brief, yet provide evidence that the design and development has had the benefit of expertise from all the system fields which are involved.

For periodic technical inspections, the documentation shall describe how the current operational status of ‘the system’ can be checked.

| 3.1.1. | Documentation shall be made available in two parts:






  (a) | The formal documentation package for the approval, containing the material listed in paragraph 3 (with the exception of that of paragraph 3.4.4) which shall be supplied to the technical service at the time of submission of the type approval application. This will be taken as the basic reference for the verification process set out in paragraph 4 of this annex. |
| --- | --- | --- |

3.1.1.

(a)

The formal documentation package for the approval, containing the material listed in paragraph 3 (with the exception of that of paragraph 3.4.4) which shall be supplied to the technical service at the time of submission of the type approval application. This will be taken as the basic reference for the verification process set out in paragraph 4 of this annex.

| (b) | Additional material and analysis data of paragraph 3.4.4, which shall be retained by the manufacturer, but made open for inspection at the time of type approval. |
| --- | --- |

(b)

Additional material and analysis data of paragraph 3.4.4, which shall be retained by the manufacturer, but made open for inspection at the time of type approval.

3.2.   Description of the functions of ‘the system’

A description shall be provided which gives a simple explanation of all the control functions of ‘the system’ and the methods employed to achieve the objectives, including a statement of the mechanism(s) by which control is exercised.

| 3.2.1. | A list of all input and sensed variables shall be provided and the working range of these defined. |
| --- | --- |

3.2.1.

| 3.2.2. | A list of all output variables which are controlled by ‘the system’ shall be provided and an indication given, in each case, of whether the control is direct or via another vehicle system. The range of control (paragraph 2.7) exercised on each such variable shall be defined. |
| --- | --- |

3.2.2.

| 3.2.3. | Limits defining the boundaries of functional operation (paragraph 2.8) shall be stated where appropriate to system performance. |
| --- | --- |

3.2.3.

3.3.   System layout and schematics

3.3.1.   Inventory of components

A list shall be provided, collating all the units of ‘the system’ and mentioning the other vehicle systems which are needed to achieve the control function in question.

An outline schematic showing these units in combination, shall be provided with both the equipment distribution and the interconnections made clear.

3.3.2.   Functions of the units

The function of each unit of ‘the system’ shall be outlined and the signals linking it with other units or with other vehicle systems shall be shown. This may be provided by a labelled block diagram or other schematic, or by a description aided by such a diagram.

3.3.3.   Interconnections

Interconnections within ‘the system’ shall be shown by a circuit diagram for the electrical transmission links, by an optical-fibre diagram for optical links, by a piping diagram for pneumatic or hydraulic transmission equipment and by a simplified diagrammatic layout for mechanical linkages.

3.3.4.   Signal flow and priorities

There shall be a clear correspondence between these transmission links and the signals carried between units.

Priorities of signals on multiplexed data paths shall be stated, wherever priority may be an issue affecting performance or safety as far as this Regulation is concerned.

3.3.5.   Identification of units

Each unit shall be clearly and unambiguously identifiable (e.g. by marking for hardware and marking or software output for software content) to provide corresponding hardware and documentation association.

Where functions are combined within a single unit or indeed within a single computer, but shown in multiple blocks in the block diagram for clarity and ease of explanation, only a single hardware identification marking shall be used.

The manufacturer shall, by the use of this identification, affirm that the equipment supplied conforms to the corresponding document.

| 3.3.5.1. | The identification defines the hardware and software version and, where the latter changes such as to alter the function of the unit as far as this Regulation is concerned, this identification shall also be changed. |
| --- | --- |

3.3.5.1.

3.4.   Safety concept of the manufacturer

| 3.4.1. | The manufacturer shall provide a statement which affirms that the strategy chosen to achieve ‘the system’ objectives will not, under non-fault conditions, prejudice the safe operation of systems which are subject to the prescriptions of this Regulation. |
| --- | --- |

3.4.1.

| 3.4.2. | In respect of software employed in ‘the system’, the outline architecture shall be explained and the design methods and tools used shall be identified. The manufacturer shall be prepared, if required, to show some evidence of the means by which they determined the realisation of the system logic, during the design and development process. |
| --- | --- |

3.4.2.

| 3.4.3. | The manufacturer shall provide the technical authorities with an explanation of the design provisions built into ‘the system’ so as to generate safe operation under fault conditions. Possible design provisions for failure in ‘the system’ are for example:






  (a) | Fall-back to operation using a partial system. |
| --- | --- | --- |

3.4.3.

(a)

Fall-back to operation using a partial system.

| (b) | Change-over to a separate back-up system. |
| --- | --- |

(b)

Change-over to a separate back-up system.

| (c) | Removal of the high level function. |
| --- | --- |

(c)

Removal of the high level function.

In case of a failure, the driver shall be warned for example by warning signal or message display. When the system is not deactivated by the driver, e.g. by turning the ignition (run) switch to ‘off’, or by switching off that particular function if a special switch is provided for that purpose, the warning shall be present as long as the fault condition persists.

| 3.4.3.1. | If the chosen provision selects a partial performance mode of operation under certain fault conditions, then these conditions shall be stated and the resulting limits of effectiveness defined. |
| --- | --- |

3.4.3.1.

| 3.4.3.2. | If the chosen provision selects a second (back-up) means to realise the vehicle control system objective, the principles of the change-over mechanism, the logic and level of redundancy and any built in back-up checking features shall be explained and the resulting limits of back-up effectiveness defined. |
| --- | --- |

3.4.3.2.

| 3.4.3.3. | If the chosen provision selects the removal of the Higher Level Function, all the corresponding output control signals associated with this function shall be inhibited, and in such a manner as to limit the transition disturbance. |
| --- | --- |

3.4.3.3.

| 3.4.4. | The documentation shall be supported, by an analysis which shows, in overall terms, how the system will behave on the occurrence of any one of those specified faults which will have a bearing on vehicle control performance or safety.
  This may be based on a Failure Mode and Effect Analysis (FMEA), a Fault Tree Analysis (FTA) or any similar process appropriate to system safety considerations.
  The chosen analytical approach(es) shall be established and maintained by the manufacturer and shall be made open for inspection by the technical service at the time of the type approval. |
| --- | --- |

3.4.4.

This may be based on a Failure Mode and Effect Analysis (FMEA), a Fault Tree Analysis (FTA) or any similar process appropriate to system safety considerations.

The chosen analytical approach(es) shall be established and maintained by the manufacturer and shall be made open for inspection by the technical service at the time of the type approval.

| 3.4.4.1. | This documentation shall itemize the parameters being monitored and shall set out, for each fault condition of the type defined in paragraph 3.4.4 above, the warning signal to be given to the driver and/or to service/technical inspection personnel. |
| --- | --- |

3.4.4.1.

4.   VERIFICATION AND TEST

| 4.1. | The functional operation of ‘the system’, as laid out in the documents required in paragraph 3, shall be tested as follows:






  4.1.1. | Verification of the function of ‘the system’
  As the means of establishing the normal operational levels, verification of the performance of the vehicle system under non-fault conditions shall be conducted against the manufacturer's basic benchmark specification unless this is subject to a specified performance test as part of the approval procedure of this or another Regulation. |
| --- | --- | --- |

4.1.

4.1.1.

Verification of the function of ‘the system’

As the means of establishing the normal operational levels, verification of the performance of the vehicle system under non-fault conditions shall be conducted against the manufacturer's basic benchmark specification unless this is subject to a specified performance test as part of the approval procedure of this or another Regulation.

| 4.1.2. | Verification of the safety concept of paragraph 3.4.
  The reaction of ‘the system’ shall, at the discretion of the type approval authority, be checked under the influence of a failure in any individual unit by applying corresponding output signals to electrical units or mechanical elements in order to simulate the effects of internal faults within the unit.






  4.1.2.1. | The verification results shall correspond with the documented summary of the failure analysis, to a level of overall effect such that the safety concept and execution are confirmed as being adequate. |
| --- | --- | --- |

4.1.2.

Verification of the safety concept of paragraph 3.4.

The reaction of ‘the system’ shall, at the discretion of the type approval authority, be checked under the influence of a failure in any individual unit by applying corresponding output signals to electrical units or mechanical elements in order to simulate the effects of internal faults within the unit.

4.1.2.1.

The verification results shall correspond with the documented summary of the failure analysis, to a level of overall effect such that the safety concept and execution are confirmed as being adequate.

---

ANNEX 19

PERFORMANCE TESTING OF TRAILER BRAKING COMPONENTS

1.   GENERAL

| 1.1. | This annex defines the test procedures applicable in defining the performance of the following:






  1.1.1. | Diaphragm brake chambers (refer to paragraph 2). |
| --- | --- | --- |

1.1.

1.1.1.

Diaphragm brake chambers (refer to paragraph 2).

| 1.1.2. | Spring brakes (refer to paragraph 3). |
| --- | --- |

1.1.2.

Spring brakes (refer to paragraph 3).

| 1.1.3. | Trailer brakes - cold performance characteristics (refer to paragraph 4). |
| --- | --- |

1.1.3.

Trailer brakes - cold performance characteristics (refer to paragraph 4).

| 1.1.4. | Anti-lock braking systems (refer to paragraph 5)
  (NOTE: Procedures for determining the fade test performance for trailer brakes and automatic brake wear adjustment devices are defined in Annex 11 of this Regulation). |
| --- | --- |

1.1.4.

Anti-lock braking systems (refer to paragraph 5)

(NOTE: Procedures for determining the fade test performance for trailer brakes and automatic brake wear adjustment devices are defined in Annex 11 of this Regulation).

| 1.2. | The above test reports may be used in conjunction with the procedures defined in Annex 20 to this Regulation or at the time of evaluating a trailer which is being subject to actual performance requirements defined for the respective trailer. |
| --- | --- |

1.2.

2.   PERFORMANCE CHARACTERISTICS FOR DIAPHRAGM BRAKE CHAMBERS

2.1.   General

| 2.1.1. | This section defines the procedure by which the thrust/stroke/pressure characteristics are determined for diaphragm brake chambers which are used in compressed air braking systems (1) to generate forces required in brakes with mechanical actuation.
  For the purpose of this verification procedure, the service brake section of a combined spring brake actuator is considered to be a diaphragm brake chamber. |
| --- | --- |

2.1.1.

For the purpose of this verification procedure, the service brake section of a combined spring brake actuator is considered to be a diaphragm brake chamber.

| 2.1.2. | The verified performance characteristics declared by the manufacturer shall be used in all calculations relating to the brake compatibility requirements of Annex 10, the Type-0 cold service braking performance requirements of Annex 20 and the determination of the available actuator stroke with respect to the verification of the hot performance of Annex 11. |
| --- | --- |

2.1.2.

2.2.   Test procedure:

| 2.2.1. | Zero datum position of the brake chamber is to be taken as the non-pressurized position. |
| --- | --- |

2.2.1.

| 2.2.2. | In nominal pressure increments of ≤ 100 kPa, through a pressure range of 100 to ≥ 800 kPa, the corresponding thrust generated is to be monitored over the full stroke range available for a stroke displacement rate of ≤ 10 mm/s or a stroke increment of ≤ 10 mm and whilst not permitting the applied pressure to deviate ± 5 kPa. |
| --- | --- |

2.2.2.

| 2.2.3. | For each pressure increment the corresponding average thrust (ThA) and the effective stroke (sp) will be determined as per Appendix 7 of this annex. |
| --- | --- |

2.2.3.

2.3.   Verification

| 2.3.1. | With reference to Appendix 1 of this annex, paragraphs 3.1, 3.2 and 3.3 and 3.4, a minimum of 6 samples are to be tested, with a verification report being issued, providing that the requirements of paragraphs 2.3.2, 2.3.3 and 2.3.4 below are satisfied. |
| --- | --- |

2.3.1.

| 2.3.2. | With respect to the verification of average thrust (ThA) - f(p), a graph defining the acceptable performance variation shall be constructed following the model shown in diagram 1, which is based on the manufacturers declared thrust to pressure relationship. The manufacturer shall also define the category of trailer for which the brake chamber may be used and the corresponding tolerance band applied. |
| --- | --- |

2.3.2.

| 2.3.3 | It shall be verified that the pressure (p15) required to produce a pushrod stroke of 15 mm from the zero datum position with a tolerance of ± 10 kPa by following one of the following test procedures:






  2.3.3.1 | Utilizing the declared function of thrust (ThA) - f(p) the brake chamber threshold pressure (p15) shall be calculated when ThA = 0. It shall then be verified that when this threshold pressure is applied a pushrod stroke as defined in paragraph 2.3.3 above is produced. |
| --- | --- | --- |

2.3.3

2.3.3.1

Utilizing the declared function of thrust (ThA) - f(p) the brake chamber threshold pressure (p15) shall be calculated when ThA = 0. It shall then be verified that when this threshold pressure is applied a pushrod stroke as defined in paragraph 2.3.3 above is produced.

| 2.3.3.2. | The manufacturer shall declare the brake chamber threshold pressure (p15) and it shall be verified that when this pressure is applied the pushrod stroke defined in paragraph 2.3.3 above is produced. |
| --- | --- |

2.3.3.2.

The manufacturer shall declare the brake chamber threshold pressure (p15) and it shall be verified that when this pressure is applied the pushrod stroke defined in paragraph 2.3.3 above is produced.

| 2.3.4. | With respect to the verification of effective stroke (sp) - f(p), the measured value shall not be less than – 4 per cent of the sp characteristics at the manufacturer’s declared pressure range. This value shall be recorded and specified in paragraph 3.3.1 of Appendix 1 to this annex. Outside of this pressure range the tolerance may exceed – 4 per cent.

  Diagram 1 |
| --- | --- |

2.3.4.

Diagram 1

| 2.3.5. | The test results recorded shall be reported on a form, a model of which is shown in Appendix 2 to this annex and shall be included with the verification report, detailed in paragraph 2.4. |
| --- | --- |

2.3.5.

2.4.   Verification report:

| 2.4.1. | The manufacturer's declared performance characteristics, verified by the test results recorded in accordance with paragraph 2.3.2, shall be reported on a form, a model of which is shown in Appendix 1 to this annex. |
| --- | --- |

2.4.1.

3.   PERFORMANCE CHARACTERISTICS FOR SPRING BRAKES

3.1.   General:

| 3.1.1. | This section defines the procedure by which the thrust/stroke/pressure characteristics are determined for spring brakes (2) that are used in compressed air braking systems to generate forces required in brakes with mechanical actuation.
  For the purpose of this verification procedure, the spring brake section of a combined spring brake actuator is considered to be a spring brake. |
| --- | --- |

3.1.1.

For the purpose of this verification procedure, the spring brake section of a combined spring brake actuator is considered to be a spring brake.

| 3.1.2. | The performance characteristics declared by the manufacturer shall be used in all calculations relating to the parking braking performance requirements of Annex 20. |
| --- | --- |

3.1.2.

3.2.   Test procedure:

| 3.2.1. | Zero datum position of the spring brake chamber is to be taken as the fully pressurized position. |
| --- | --- |

3.2.1.

| 3.2.2. | In nominal stroke increments of ≤ 10 mm, the corresponding thrust generated is to be monitored over the full stroke range available at zero pressure. |
| --- | --- |

3.2.2.

| 3.2.3. | The pressure shall then be gradually increased until the stroke is 10 mm from the zero datum position, and this pressure, defined as the release pressure, shall be recorded. |
| --- | --- |

3.2.3.

| 3.2.4. | The pressure shall then be increased to 850 kPa, or the maximum working pressure declared by the manufacturer, whichever is lower. |
| --- | --- |

3.2.4.

3.3.   Verification:

| 3.3.1. | With reference to Appendix 3, items 2.1, 3.1, 3.2 and 3.3, a minimum of 6 samples shall be tested, with a verification report being issued providing the following conditions are met:






  3.3.1.1. | Over a range of stroke from 10 mm to 2/3 of the maximum stroke, no one result, measured in accordance with paragraph 3.2.2, deviates by more than 6 per cent from the declared characteristics. |
| --- | --- | --- |

3.3.1.

3.3.1.1.

Over a range of stroke from 10 mm to 2/3 of the maximum stroke, no one result, measured in accordance with paragraph 3.2.2, deviates by more than 6 per cent from the declared characteristics.

| 3.3.1.2. | No one result, measured in accordance with paragraph 3.2.3, exceeds the declared value. |
| --- | --- |

3.3.1.2.

No one result, measured in accordance with paragraph 3.2.3, exceeds the declared value.

| 3.3.1.3. | Each spring brake continues to function correctly after completion of the test in accordance with paragraph 3.2.4. |
| --- | --- |

3.3.1.3.

Each spring brake continues to function correctly after completion of the test in accordance with paragraph 3.2.4.

| 3.3.2. | The test results recorded shall be reported on a form, a model of which is shown in Appendix 4 to this annex, and shall be included with the verification report detailed within paragraph 3.4. |
| --- | --- |

3.3.2.

3.4.   Verification report:

| 3.4.1. | The manufacturer's declared performance characteristics, verified by the test results recorded in accordance with paragraph 3.3.2, shall be reported on a form, a model of which is shown in Appendix 3 to this annex. |
| --- | --- |

3.4.1.

4.   COLD PERFORMANCE CHARACTERISTICS FOR TRAILER BRAKES

4.1.   General:

| 4.1.1. | This procedure covers the testing of the ‘cold’ performance characteristics of air operated S cam and disc brakes (3) fitted to trailers. |
| --- | --- |

4.1.1.

| 4.1.2. | The performance characteristics declared by the manufacturer shall be used for all calculations relating to the braking compatibility requirements of Annex 10 and to the Type-0 cold service braking and parking braking performance requirements of Annex 20. |
| --- | --- |

4.1.2.

4.2.   Brake factor and brake threshold torque

| 4.2.1. | The preparation of the brake shall be in accordance with paragraph 4.4.2 of this annex. |
| --- | --- |

4.2.1.

| 4.2.2. | The brake factor is the resultant amplification factor achieved through the friction forces generated by the individual components comprising the brake assembly, and is expressed as a ratio between the output torque and the input torque. This brake factor is denoted by the symbol BF and shall be verified for each of the lining or pad materials specified in paragraph 4.3.1.3. |
| --- | --- |

4.2.2.

| 4.2.3. | The brake threshold torque shall be expressed in a manner that remains valid for variations of brake actuation and is denoted by the symbol Co. |
| --- | --- |

4.2.3.

| 4.2.4. | The values of BF shall remain valid for variations of the following parameters:






  4.2.4.1. | Mass per brake up to that defined in paragraph 4.3.1.5. |
| --- | --- | --- |

4.2.4.

4.2.4.1.

Mass per brake up to that defined in paragraph 4.3.1.5.

| 4.2.4.2. | Dimensions and characteristics of external components used to actuate the brake. |
| --- | --- |

4.2.4.2.

Dimensions and characteristics of external components used to actuate the brake.

| 4.2.4.3. | Wheel size/tyre dimensions. |
| --- | --- |

4.2.4.3.

Wheel size/tyre dimensions.

4.3.   Information document

4.3.1.   The brake manufacturer shall provide the Technical Service with at least the following information:

| 4.3.1.1 | A description of the brake type, model, size etc. |
| --- | --- |

4.3.1.1

A description of the brake type, model, size etc.

| 4.3.1.2 | Details of the brake geometry |
| --- | --- |

4.3.1.2

Details of the brake geometry

| 4.3.1.3. | The make and type of brake lining(s) or brake pad(s) |
| --- | --- |

4.3.1.3.

The make and type of brake lining(s) or brake pad(s)

| 4.3.1.4. | The brake drum or brake disc material |
| --- | --- |

4.3.1.4.

The brake drum or brake disc material

| 4.3.1.5. | The maximum technically permitted mass for the brake |
| --- | --- |

4.3.1.5.

The maximum technically permitted mass for the brake

4.3.2.   Additional information

| 4.3.2.1. | Wheel and tyre sizes to be used for the test |
| --- | --- |

4.3.2.1.

| 4.3.2.2. | The declared brake factor BF |
| --- | --- |

4.3.2.2.

| 4.3.2.3. | The declared threshold torque Co |
| --- | --- |

4.3.2.3.

4.4.   Test procedure

4.4.1.   Preparation

| 4.4.1.1. | A graph defining the acceptable performance variation shall be constructed, following the model shown in diagram 2, using the manufacturers declared brake factor. |
| --- | --- |

4.4.1.1.

| 4.4.1.2. | The performance of the device used to actuate the brake shall be calibrated within an accuracy of 1 per cent. |
| --- | --- |

4.4.1.2.

| 4.4.1.3. | The dynamic tyre radius at the test loading shall be determined as prescribed for the test method. |
| --- | --- |

4.4.1.3.

4.4.2.   Bedding in (burnishing) procedure

| 4.4.2.1. | 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). |
| --- | --- |

4.4.2.1.

| 4.4.2.2. | 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. |
| --- | --- |

4.4.2.2.

| 4.4.2.3. | 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. |
| --- | --- |

4.4.2.3.

| 4.4.2.4. | 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 (4). The initial temperature at the lining/drum or pad/disc interface on the first brake application shall not exceed 100 °C. |
| --- | --- |

4.4.2.4.

| 4.4.2.5. | On completion of the 30 brake applications defined in paragraph 4.4.2.4 above 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 (4). |
| --- | --- |

4.4.2.5.

| 4.4.2.6. | 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. |
| --- | --- |

4.4.2.6.

| 4.4.2.7. | Carry out a performance check as follows:






  4.4.2.7.1. | Calculate the input torque to produce theoretical performance values equivalent to 0,2, 0,35 and 0,5 ± 0,05 TR/Test Mass. |
| --- | --- | --- |

4.4.2.7.

4.4.2.7.1.

Calculate the input torque to produce theoretical performance values equivalent to 0,2, 0,35 and 0,5 ± 0,05 TR/Test Mass.

| 4.4.2.7.2. | 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). |
| --- | --- |

4.4.2.7.2.

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).

| 4.4.2.7.3. | Make a brake application with each of the input torques determined in paragraph 4.4.2.7.1 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. |
| --- | --- |

4.4.2.7.3.

Make a brake application with each of the input torques determined in paragraph 4.4.2.7.1 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.

| 4.4.2.8. | Repeat the procedures defined in paragraphs 4.4.2.6 and 4.4.2.7.3 above, where paragraph 4.4.2.6 is optional, until the performance of five consecutive non monotonic measurements at the 0,5 TR/(Test Mass) constant input value has stabilized within a tolerance of minus 10 per cent of the maximum value. |
| --- | --- |

4.4.2.8.

| 4.4.2.9. | If the manufacturer can demonstrate by field test results, that the brake factor after this bedding in state is different from the brake factor which has developed on the road, additional conditioning is permissible.
  The maximum brake temperature, measured at the lining/drum or pad/disc interface, during this additional bedding in procedure shall not exceed 500 °C in the case of drum brakes and 700 °C in the case of disc brakes.
  This field test shall be an endurance run with the same type and model of brake as that to be recorded in the Annex 11, Appendix 3 report. The results of at least 3 tests in accordance with paragraph 4.4.3.4 of Annex 19 conducted under the conditions of the laden Type-0 test, during the field test, shall be the basis for determining whether further conditioning is permissible. The brake tests shall be documented as prescribed in Appendix 8 of this annex.
  The details of any additional conditioning shall be recorded and appended to the brake factor BF in paragraph 2.3.1 of Annex 11, Appendix 3, by specifying for instance the following test parameters:






  (a) | Brake actuator pressure, the brake input torque or the brake torque of the brake application; |
| --- | --- | --- |

4.4.2.9.

The maximum brake temperature, measured at the lining/drum or pad/disc interface, during this additional bedding in procedure shall not exceed 500 °C in the case of drum brakes and 700 °C in the case of disc brakes.

This field test shall be an endurance run with the same type and model of brake as that to be recorded in the Annex 11, Appendix 3 report. The results of at least 3 tests in accordance with paragraph 4.4.3.4 of Annex 19 conducted under the conditions of the laden Type-0 test, during the field test, shall be the basis for determining whether further conditioning is permissible. The brake tests shall be documented as prescribed in Appendix 8 of this annex.

The details of any additional conditioning shall be recorded and appended to the brake factor BF in paragraph 2.3.1 of Annex 11, Appendix 3, by specifying for instance the following test parameters:

(a)

Brake actuator pressure, the brake input torque or the brake torque of the brake application;

| (b) | Speed at the beginning and the end of the brake application; |
| --- | --- |

(b)

Speed at the beginning and the end of the brake application;

| (c) | Time in the case of a constant speed; |
| --- | --- |

(c)

Time in the case of a constant speed;

| (d) | Temperature at the beginning and the end of the brake application or the duration of the brake cycle. |
| --- | --- |

(d)

Temperature at the beginning and the end of the brake application or the duration of the brake cycle.

| 4.4.2.10. | In the case of this procedure being carried out on an inertia dynamometer or rolling road, unlimited use of cooling air is permitted. |
| --- | --- |

4.4.2.10.

4.4.3.   Verification test

| 4.4.3.1. | The temperature measured at the lining/drum or pad/disc interface shall not exceed 100 °C, at the start of each brake application. |
| --- | --- |

4.4.3.1.

| 4.4.3.2. | The brake threshold torque shall be determined from the measured value of brake input by reference to a calibrated input device. |
| --- | --- |

4.4.3.2.

| 4.4.3.3. | The initial speed for all brake applications is 60 ± 2 km/h. |
| --- | --- |

4.4.3.3.

| 4.4.3.4. | A minimum of six consecutive brake applications shall be made from 0,15 to 0,55 TR/(Test Mass) at ascending increments of application pressure, followed by six brake applications made with the same application pressures in descending increments. |
| --- | --- |

4.4.3.4.

| 4.4.3.5. | For each of the brake applications in paragraph 4.4.3.4 the braking rate is calculated, corrected to take account of rolling resistance, and plotted on the graph specified in paragraph 4.4.1.1 of this annex. |
| --- | --- |

4.4.3.5.

4.5.   Test methods

4.5.1.   Track test

| 4.5.1.1. | The brake performance test shall be carried out on a single axle only. |
| --- | --- |

4.5.1.1.

| 4.5.1.2. | The tests shall be carried out on a straight level track, with a surface affording good adhesion, and performed when there is no wind liable to affect the results. |
| --- | --- |

4.5.1.2.

| 4.5.1.3. | The trailer shall be loaded (as closely as possible) to the maximum technically permitted mass for each brake, however, additional mass may be added if required to ensure that sufficient mass is over the axle under test to achieve a braking rate of 0,55 TR/(maximum technically permitted mass per brake) without wheel lock. |
| --- | --- |

4.5.1.3.

| 4.5.1.4. | The dynamic rolling radius of the tyre may be verified at low speed, < 10 km/h, by measuring the distance travelled as a function wheel revolutions, the minimum number of revolutions required to determine the dynamic rolling radius is 10. |
| --- | --- |

4.5.1.4.

| 4.5.1.5. | The rolling resistance of the vehicle combination is to be determined by measuring the time taken for the vehicle speed to reduce from 55 to 45 km/h and the distance covered, when tested in the same direction in which the verification test will be carried out and with the engine disconnected and any endurance brake system disengaged. |
| --- | --- |

4.5.1.5.

| 4.5.1.6. | Only the brakes of the axle under test shall be actuated and reach an input pressure at the brake input device of 90 ± 3 per cent (after maximum build up time of 0,7 s) of its asymptotic value. The test shall be carried out with the engine disconnected and any endurance braking system disengaged. |
| --- | --- |

4.5.1.6.

| 4.5.1.7. | The brakes shall be closely adjusted at the start of the test. |
| --- | --- |

4.5.1.7.

| 4.5.1.8. | The brake input for the purpose of calculating the brake threshold torque shall be determined by lifting the wheel and gradually applying the brake whilst the wheel is rotated by hand until resistance is detected. |
| --- | --- |

4.5.1.8.

| 4.5.1.9. | The final speed v2 shall be determined in accordance with Annex 11, Appendix 2, paragraph 3.1.5. |
| --- | --- |

4.5.1.9.

| 4.5.1.10. | The braking performance of the axle under test shall be determined by calculating the deceleration determined from a direct measurement of velocity and distance between 0,8 v1 and v2, where v2 shall not be less than 0,1 v1. This shall be deemed to be equivalent to the mean fully developed deceleration (MFDD) as defined in Annex 4 above. |
| --- | --- |

4.5.1.10.

4.5.2.   Inertia dynamometer test

| 4.5.2.1. | The test shall be carried out on a single brake assembly. |
| --- | --- |

4.5.2.1.

| 4.5.2.2. | The test machine shall be capable of generating the inertia required by paragraph 4.5.2.5 of this annex. |
| --- | --- |

4.5.2.2.

| 4.5.2.3. | The test machine shall be calibrated for speed and brake output torque within an accuracy of 2 per cent. |
| --- | --- |

4.5.2.3.

| 4.5.2.4. | The instrumentation for the test shall be capable of providing at least the following data:






  4.5.2.4.1. | A continuous recording of brake application pressure or force. |
| --- | --- | --- |

4.5.2.4.

4.5.2.4.1.

A continuous recording of brake application pressure or force.

| 4.5.2.4.2. | A continuous recording of brake output torque. |
| --- | --- |

4.5.2.4.2.

A continuous recording of brake output torque.

| 4.5.2.4.3. | A continuous recording of the temperature measured at the lining/drum or pad/disc interface. |
| --- | --- |

4.5.2.4.3.

A continuous recording of the temperature measured at the lining/drum or pad/disc interface.

| 4.5.2.4.4. | Speed during the test. |
| --- | --- |

4.5.2.4.4.

Speed during the test.

| 4.5.2.5. | The inertia (IT) of the dynamometer shall be set as close as possible, with ± 5 per cent tolerance, including the internal friction of the dynamometer, to that part of the linear inertia of the vehicle acting upon one wheel necessary for a performance of 0,55 TR/(maximum technically permitted mass) according to the following formula:
  IT = Pd · R2

  where:







  IT | = | actual rotary inertia (kgm2) |
| --- | --- | --- | --- |
| R | = | tyre rolling radius defined by the formula 0,485 D |
| D | = | d + 2H (5) |
| d | = | rim diameter conventional number (mm) |
| H | = | Nominal section height (mm) = S1 × 0,01 Ra |
| S1 | = | Section width (mm) |
| Ra | = | nominal aspect ratio |
| Pd | = | Maximum technically permitted mass/brake as defined in paragraph 4.3.1.5. |

4.5.2.5.

IT = Pd · R2

where:

IT

=

actual rotary inertia (kgm2)

R

=

tyre rolling radius defined by the formula 0,485 D

D

=

d + 2H (5)

d

=

rim diameter conventional number (mm)

H

=

Nominal section height (mm) = S1 × 0,01 Ra

S1

=

Section width (mm)

Ra

=

nominal aspect ratio

Pd

=

Maximum technically permitted mass/brake as defined in paragraph 4.3.1.5.

| 4.5.2.6. | Cooling air at ambient temperature may be used, flowing at a velocity not exceeding 0,33 v over the brake in a direction perpendicular to its axis of rotation. |
| --- | --- |

4.5.2.6.

| 4.5.2.7. | The brake shall be closely adjusted at the start of the test. |
| --- | --- |

4.5.2.7.

| 4.5.2.8. | The brake input for the purpose of calculating the brake threshold torque shall be determined by gradually applying the brake until the onset of brake torque generation is observed. |
| --- | --- |

4.5.2.8.

| 4.5.2.9. | The brake performance shall be determined by applying the following formula to the measured brake output torque
  braking rate =



  where:







  Mt | = | Average brake output torque (Nm) - based on distance |
| --- | --- | --- | --- |
| g | = | deceleration due to gravity (m/s2) |

4.5.2.9.

braking rate =
  Formula

where:

Mt

=

Average brake output torque (Nm) - based on distance

g

=

deceleration due to gravity (m/s2)

The average brake output torque (Mt) shall be calculated from the deceleration determined from a direct measurement of velocity and distance between 0,8 v1 and 0,1 v1. This shall be deemed to be equivalent to the mean fully developed deceleration (MFDD) as defined in Annex 4 above.

4.5.3.   Rolling road test

| 4.5.3.1. | The test will be carried out on single axle with one or two brakes. |
| --- | --- |

4.5.3.1.

| 4.5.3.2. | The test machine shall have a calibrated means of imposing load to simulate the required mass for the brake(s) to be tested. |
| --- | --- |

4.5.3.2.

| 4.5.3.3. | The test machine shall be calibrated for speed and brake torque within an accuracy of 2 per cent taking into account the internal friction characteristics. The dynamic rolling radius of the tyre (R) shall be determined by measuring the rotational speed of the rolling road and the unbraked wheels of the axle under test at a speed equivalent to 60 km/h, and calculated by the formula





  where:







  RR | = | radius of the rolling road |
| --- | --- | --- | --- |
| nD | = | rolling road (rotational) speed |
| nw | = | rotational speed of the unbraked wheels of the axle |

4.5.3.3.

Formula

where:

RR

=

radius of the rolling road

nD

=

rolling road (rotational) speed

nw

=

rotational speed of the unbraked wheels of the axle

| 4.5.3.4. | Cooling air at ambient temperature may be used, flowing at a velocity not exceeding 0,33 v over the brake(s). |
| --- | --- |

4.5.3.4.

| 4.5.3.5. | The brake(s) shall be closely adjusted at the start of the test. |
| --- | --- |

4.5.3.5.

| 4.5.3.6. | The brake input for the purpose of calculating the brake threshold torque shall be determined by gradually applying brake(s) until the onset of brake torque generation is observed. |
| --- | --- |

4.5.3.6.

| 4.5.3.7. | The brake performance shall be determined by measuring the brake force at the periphery of the tyre calculated to braking rate, taking into account the rolling resistance. The rolling resistance of the loaded axle will be determined by measuring the force at the periphery of the tyre at a speed of 60 km/h.
  The average brake output torque (Mt) shall be based on the measured values between the moment the application pressure/force reaches its asymptotic value from the onset of pressure rise at the brake input device and when the energy input has reached the value W60 that is defined in paragraph 4.5.3.8. |
| --- | --- |

4.5.3.7.

The average brake output torque (Mt) shall be based on the measured values between the moment the application pressure/force reaches its asymptotic value from the onset of pressure rise at the brake input device and when the energy input has reached the value W60 that is defined in paragraph 4.5.3.8.

| 4.5.3.8. | For determining the braking rate an energy input W60 equivalent to the kinetic energy of the corresponding mass for the brake under test when braked from 60 km/h to standstill, shall be taken into account.
  where: |
| --- | --- |

4.5.3.8.

where:

Formula

| 4.5.3.8.1. | If the test speed v cannot be maintained at 60 ± 2 km/h during the measurement of the braking rate according to paragraph 4.5.3.8, the braking rate shall be determined from the direct measurement of brake force FB and/or brake output torque Mt, so that the measurement of this/these parameter(s) are not affected by the dynamic forces of the inertia mass of the rolling road test machine. |
| --- | --- |

4.5.3.8.1.

4.6.   Verification report

| 4.6.1. | The manufacturer's declared performance characteristics, verified by the test results recorded in accordance with paragraph 4.4.3 above, shall be reported on a form, a model of which is shown in Appendix 3 to Annex 11. |
| --- | --- |

4.6.1.

5.   ANTI-LOCK BRAKING SYSTEMS (ABS)

5.1.   General

| 5.1.1. | This paragraph defines the procedure to determine the performance of a trailer anti-lock braking system. |
| --- | --- |

5.1.1.

| 5.1.2. | Tests carried out on trailers of category O4 will be deemed to cover the requirements for trailers of O3 category. |
| --- | --- |

5.1.2.

5.2.   Information document

| 5.2.1. | The manufacturer of the ABS shall supply to the Technical Service an Information Document of the system(s) requiring performance verification. This document shall contain at least the information defined in Appendix 5 to this annex. |
| --- | --- |

5.2.1.

5.3.   Definition of test vehicles

| 5.3.1. | Based on the information supplied in the information document, in particular the trailer applications defined in paragraph 2.1 of Appendix 5, the Technical Service shall carry out tests on representative trailers having up to three axles and equipped with the respective anti-lock braking system/configuration. Additionally, when selecting trailers for evaluation consideration shall also be given to the parameters defined in the following paragraphs.






  5.3.1.1. | Suspension type: the method of evaluating the performance of the anti-lock braking system relative to the suspension type will be selected in the following way: | Semi-trailers: for each suspension group e.g. balanced mechanical etc. a representative trailer shall be evaluated. |
| --- | --- | --- | --- |

5.3.1.

5.3.1.1.

Suspension type: the method of evaluating the performance of the anti-lock braking system relative to the suspension type will be selected in the following way:

Semi-trailers: for each suspension group e.g. balanced mechanical etc. a representative trailer shall be evaluated.

| | Full trailers: Evaluation to be carried out on a representative trailer equipped with any one suspension type. |
| --- | --- |

Full trailers: Evaluation to be carried out on a representative trailer equipped with any one suspension type.

| 5.3.1.2. | Wheelbase: for semi-trailers the wheelbase shall not be a limiting factor, but for full trailers the shortest wheelbase shall be evaluated. |
| --- | --- |

5.3.1.2.

Wheelbase: for semi-trailers the wheelbase shall not be a limiting factor, but for full trailers the shortest wheelbase shall be evaluated.

| 5.3.1.3. | Brake type: approval shall be limited to S cam or disc brakes but should other types become available then comparative testing may be required. |
| --- | --- |

5.3.1.3.

Brake type: approval shall be limited to S cam or disc brakes but should other types become available then comparative testing may be required.

| 5.3.1.4. | Load sensing device: The utilization of adhesion shall be determined with the load sensing valve set to laden and unladen conditions. In all cases the requirements of paragraph 2.7 of Annex 13 to this Regulation shall apply. |
| --- | --- |

5.3.1.4.

Load sensing device: The utilization of adhesion shall be determined with the load sensing valve set to laden and unladen conditions. In all cases the requirements of paragraph 2.7 of Annex 13 to this Regulation shall apply.

| 5.3.1.5. | Brake actuation: differentials in the level of actuation shall be recorded for evaluation during the tests to determine the utilization of adhesion. Results obtained from tests for one trailer may be applied to other trailers of the same type. |
| --- | --- |

5.3.1.5.

Brake actuation: differentials in the level of actuation shall be recorded for evaluation during the tests to determine the utilization of adhesion. Results obtained from tests for one trailer may be applied to other trailers of the same type.

| 5.3.2. | For each type of trailer under test, documentation showing brake compatibility as defined in Annex 10 to this Regulation (diagrams 2 and 4) shall be made available to demonstrate conformity. |
| --- | --- |

5.3.2.

| 5.3.3. | For the purpose of the approval, semi-trailers and centre axle trailers shall be deemed to be of the same vehicle type. |
| --- | --- |

5.3.3.

5.4.   Test schedule

5.4.1.   The following tests shall be conducted by the Technical Service on the vehicle(s) defined in paragraph 5.3 of this annex for each ABS configuration taking into consideration the application list defined in paragraph 2.1 of Appendix 5 to this annex. However, worst case cross referencing may eliminate certain tests. If worst case testing is actually used, this should be stated in the test report.

5.4.1.1.   Utilization of adhesion - Tests shall be carried out according to the procedure defined in paragraph 6.2 of Annex 13 to this Regulation for each ABS configuration and trailer type, as defined in the manufacturer's information document (see paragraph 2.1 of Appendix 5 to this annex).

5.4.1.2.   Energy consumption

| 5.4.1.2.1. | Axle loading – the trailer(s) to be tested shall be loaded so that the axle load is 2 500 kg +/– 200 kg or 35 per cent +/– 200 kg of the permissible static axle load whichever is the lower. |
| --- | --- |

5.4.1.2.1.

| 5.4.1.2.2. | It shall be ensured that ‘full cycling’ of the anti-lock braking system can be achieved throughout the dynamic tests defined in paragraph 6.1.3 of annex 13 to this Regulation. |
| --- | --- |

5.4.1.2.2.

| 5.4.1.2.3. | Energy consumption test – The test shall be carried out according to the procedure defined in paragraph 6.1 of Annex 13 to this Regulation for each ABS configuration. |
| --- | --- |

5.4.1.2.3.

| 5.4.1.2.4. | To enable trailers submitted for approval to be checked for conformity to the anti-lock energy consumption requirements (see paragraph 6.1 of Annex 13), the following checks shall be carried out:






  5.4.1.2.4.1. | Prior to the commencement of the energy consumption test (paragraph 5.4.1.2.3) in the case of brakes with non integrated brake wear adjustment the brakes shall be set to a condition where the relationship (Rl) of brake chamber push rod travel (sT) against lever length (lT) is 0,2. This relationship shall be determined for a brake chamber pressure of 650 kPa.
  Example lT = 130 mm,
  sT at 650 kPa brake chamber pressure = 26 mm
  Rl = sT / lT = 26/130 = 0,2
  In the case of brakes with integrated automatic brake wear adjustment the brakes shall be set to the normal running clearance specified by the manufacturer.
  Setting of the brakes as defined above shall be carried out when the brakes are cold (< 100 °C). |
| --- | --- | --- |

5.4.1.2.4.

5.4.1.2.4.1.

Prior to the commencement of the energy consumption test (paragraph 5.4.1.2.3) in the case of brakes with non integrated brake wear adjustment the brakes shall be set to a condition where the relationship (Rl) of brake chamber push rod travel (sT) against lever length (lT) is 0,2. This relationship shall be determined for a brake chamber pressure of 650 kPa.

Example lT = 130 mm,

sT at 650 kPa brake chamber pressure = 26 mm

Rl = sT / lT = 26/130 = 0,2

In the case of brakes with integrated automatic brake wear adjustment the brakes shall be set to the normal running clearance specified by the manufacturer.

Setting of the brakes as defined above shall be carried out when the brakes are cold (< 100 °C).

| 5.4.1.2.4.2. | With the load sensing valve set to the laden condition and the initial energy level set according to paragraph 6.1.2 of Annex 13 to this Regulation the energy storage device(s) shall be isolated from further supply of air. The brakes shall be applied with a control pressure of 650 kPa at the coupling head and then released. Further applications shall be made until the pressure in the brake chambers is the same as that obtained after following the test procedure defined in paragraphs 5.4.1.2.1 and 5.4.1.2.2 above. The number of equivalent brake applications (ner) shall be noted.
  The equivalent number of static brake applications (ne) is to be recorded in the test report.
  Where ne = 1,2 · ner and is to be rounded up to the nearest whole integer |
| --- | --- |

5.4.1.2.4.2.

With the load sensing valve set to the laden condition and the initial energy level set according to paragraph 6.1.2 of Annex 13 to this Regulation the energy storage device(s) shall be isolated from further supply of air. The brakes shall be applied with a control pressure of 650 kPa at the coupling head and then released. Further applications shall be made until the pressure in the brake chambers is the same as that obtained after following the test procedure defined in paragraphs 5.4.1.2.1 and 5.4.1.2.2 above. The number of equivalent brake applications (ner) shall be noted.

The equivalent number of static brake applications (ne) is to be recorded in the test report.

Where ne = 1,2 · ner and is to be rounded up to the nearest whole integer

5.4.1.3.   Split Friction Test – Where an anti-lock braking system is to be defined as category A system then all such ABS configurations shall be subject to the performance requirements of paragraph 6.3.2 of Annex 13 to this Regulation.

5.4.1.4.   Low and high speed performance

| 5.4.1.4.1. | With the trailer set as for utilization of adhesion evaluation, verification of the low and high speed performance shall be carried out according to paragraph 6.3.1 of Annex 13 to this Regulation. |
| --- | --- |

5.4.1.4.1.

| 5.4.1.4.2. | Where a tolerance exists between the number of exciter teeth and tyre circumference, functional checks shall be carried out at the extremes of tolerance in accordance with paragraph 6.3 of Annex 13 to this Regulation. This may be achieved by utilizing different tyre sizes or by producing special exciters to simulate frequency extremes. |
| --- | --- |

5.4.1.4.2.

5.4.1.5.   Additional checks

The following additional checks shall be carried out with the towing vehicle unbraked and the trailer unladen.

| 5.4.1.5.1. | When the axle bogie passes from a high adhesion surface (kH) to a low adhesion surface (kL) where kH ≥ 0,5 and kH / kL ≥ 2, with a control pressure at the coupling head of 650 kPa, the directly controlled wheels shall not lock. The running speed and the instant of applying the trailer brakes is so calculated that with the anti-lock braking system full cycling on the high adhesion surface, the passage from one surface to the other being made at approximately 80 km/h and at 40 km/h. |
| --- | --- |

5.4.1.5.1.

When the axle bogie passes from a high adhesion surface (kH) to a low adhesion surface (kL) where kH ≥ 0,5 and kH / kL ≥ 2, with a control pressure at the coupling head of 650 kPa, the directly controlled wheels shall not lock. The running speed and the instant of applying the trailer brakes is so calculated that with the anti-lock braking system full cycling on the high adhesion surface, the passage from one surface to the other being made at approximately 80 km/h and at 40 km/h.

| 5.4.1.5.2. | When the trailer passes from a low adhesion surface (kL) to a high adhesion surface (kH) where kH ≥ 0,5 and kH / kL ≥ 2, with a control pressure at the coupling head of 650 kPa, the pressure at the brake chambers shall rise to an appropriate high value within a reasonable time and the trailer shall not deviate from its initial course. The running speed and the instant of applying the brakes is so calculated that, with the anti-lock braking system full cycling on the low adhesion surface, the passage from one surface to the other occurs at approximately 50 km/h. |
| --- | --- |

5.4.1.5.2.

When the trailer passes from a low adhesion surface (kL) to a high adhesion surface (kH) where kH ≥ 0,5 and kH / kL ≥ 2, with a control pressure at the coupling head of 650 kPa, the pressure at the brake chambers shall rise to an appropriate high value within a reasonable time and the trailer shall not deviate from its initial course. The running speed and the instant of applying the brakes is so calculated that, with the anti-lock braking system full cycling on the low adhesion surface, the passage from one surface to the other occurs at approximately 50 km/h.

5.4.1.6.   Documentation relating to the controller(s) shall be made available as required by paragraph 5.1.5 of the Regulation and paragraph 4.1 of Annex 13 to this Regulation, including footnote 12.

5.5.   Approval report

| 5.5.1. | An approval report shall be produced, the content of which is defined in Appendix 6 to this annex.

  Diagram 2 |
| --- | --- |

5.5.1.

Diagram 2

---

(1)  Other brake chamber designs may be approved upon presentation of equivalent information.

(2)  Other spring brake designs may be approved upon presentation of equivalent information.

(3)  Other brake designs may be approved upon presentation of equivalent information.

(4)  If the track test method or the rolling road test methods are to be utilized, energy inputs equivalent to those specified shall be used.

(5)  Outer diameter of tyre, as defined in Regulation No 54.

APPENDIX 1

Model verification report form for diaphragm brake chambers

REPORT No ...

| 1. | Identification |
| --- | --- |

1.

| 1.1. | Manufacturer: (Name and address) |
| --- | --- |

1.1.

| 1.2. | Make: (1) |
| --- | --- |

1.2.

| 1.3. | Type: (1) |
| --- | --- |

1.3.

| 1.4. | Part number: (1) |
| --- | --- |

1.4.

| 2. | Operating conditions: |
| --- | --- |

2.

| 2.1. | Maximum working pressure: |
| --- | --- |

2.1.

| 3. | Performance characteristics declared by the manufacturer: |
| --- | --- |

3.

| 3.1. | Maximum stroke (smax) at 650 kPa (2) |
| --- | --- |

3.1.

| 3.2. | Average thrust (ThA) - f (p) (2) |
| --- | --- |

3.2.

| 3.3. | Effective stroke (sp) - f (p) (2) |
| --- | --- |

3.3.

| 3.3.1. | Pressure range over which the above effective stroke is valid: (see paragraph 2.3.4 of Annex 19) |
| --- | --- |

3.3.1.

| 3.4. | Pressure required to produce a push rod stroke of 15 mm (p15) based on ThA – f(p) or declared value (2) (3) |
| --- | --- |

3.4.

| 4. | Scope of application
  The brake chamber may be used on trailers of category O3 and O4 ...yes/no
  The brake chamber may be used on trailers of category O3 only ...yes/no |
| --- | --- |

4.

The brake chamber may be used on trailers of category O3 and O4 ...yes/no

The brake chamber may be used on trailers of category O3 only ...yes/no

| 5. | Name of Technical Service/Approval Authority (4) conducting the test:
  ... |
| --- | --- |

5.

...

| 6. | Date of test: ... |
| --- | --- |

6.

| 7. | This test has been carried out and the results reported in accordance with Annex 19 to Regulation No 13 as last amended by the ...series of amendments.
  Technical Service (4) conducting the test
  Signed: ... Date: ... |
| --- | --- |

7.

Technical Service (4) conducting the test

Signed: ... Date: ...

| 8. | Approval Authority (4)

  Signed: ... Date: ... |
| --- | --- |

8.

Signed: ... Date: ...

| 9. | Test documents:
  Appendix 2, ..., ... |
| --- | --- |

9.

Appendix 2, ..., ...

---

(1)  To be marked on brake chamber, however for inclusion within the test report only the parent part number is required, model variants need not be indicated.

(2)  Identification shall be amended when changes are made which have an influence on the performance characteristics, paragraphs 3.1, 3.2 and 3.3.

(3)  For the purposes of the application of the characteristics defined in this report with respect to Annex 10, it shall be assumed that the relationship from p15 to the declared ThA – f(p) at a pressure of 100 kPa is linear.

(4)  To be signed by different persons even when the Technical Service and Approval Authority are the same or alternatively, a separate Approval Authority authorization issued with the report.

APPENDIX 2

Model reference record of test results for diaphragm brake chambers

REPORT No ...

| 1. | Record of test results (1) for part number ...







  Pressure (*1)

  p - (kPa) | Average thrust
  ThA - (N) | Effective stroke
  sp - (mm) |
| --- | --- | --- | --- |
| | | |
| | | |
| | | |
| | | |
| | | |
| | | |
| | | |
| | | |

1.

Pressure (*1)

p - (kPa)

Average thrust

ThA - (N)

Effective stroke

sp - (mm)

---

(1)  To be created for each of the 6 samples tested.

(*1)  Pressure ‘p’ will be actual pressure values used in the test as defined in paragraph 2.2.2 of this annex.

APPENDIX 3

MODEL VERIFICATION REPORT FORM FOR SPRING BRAKES

REPORT No ...

| 1. | Identification: |
| --- | --- |

1.

| 1.1. | Manufacturer: (Name and address) |
| --- | --- |

1.1.

| 1.2. | Make: (1) |
| --- | --- |

1.2.

| 1.3. | Type: (1) |
| --- | --- |

1.3.

| 1.4. | Part number: (1) |
| --- | --- |

1.4.

| 2. | Operating conditions: |
| --- | --- |

2.

| 2.1. | Maximum working pressure: |
| --- | --- |

2.1.

| 3. | Performance characteristics declared by the manufacturer: |
| --- | --- |

3.

| 3.1. | Maximum stroke (smax) (2) |
| --- | --- |

3.1.

| 3.2. | Spring thrust (Ths) - f (s) (2) |
| --- | --- |

3.2.

| 3.3. | Release pressure (at 10 mm stroke) (2) |
| --- | --- |

3.3.

| 4. | Date of test: |
| --- | --- |

4.

| 5. | This test has been carried out and the results reported in accordance with Annex 19 to Regulation No 13 as last amended by the ... series of amendments.
  Technical Service (3) conducting the test
  Signed: ... Date: ... |
| --- | --- |

5.

Technical Service (3) conducting the test

Signed: ... Date: ...

| 6. | Approval Authority (3)

  Signed: ... Date: ... |
| --- | --- |

6.

Signed: ... Date: ...

| 7. | Test documents:
  Appendix 4, ..., ... |
| --- | --- |

7.

Appendix 4, ..., ...

---

(1)  To be marked on the spring brake, however for inclusion within the test report only the parent part number is required, model variants need not be indicated.

(2)  Identification shall be amended when changes are made which have an influence on the performance characteristics, paragraphs 3.1, 3.2 and 3.3.

(3)  To be signed by different persons even when the Technical Service and Approval Authority are the same or alternatively, a separate Approval Authority authorization issued with the report.

APPENDIX 4

MODEL REFERENCE RECORD OF TEST RESULTS FOR SPRING BRAKES

REPORT No ...

| 1. | Record of test results (1) for part number: ...






  Stroke (*1)

  s - (mm) | Thrust
  Ths - (N) |
| --- | --- | --- |
| | |
| | |
| | |
| | |
| | |
| | |
| | |
| | |

1.

Stroke (*1)

s - (mm)

Thrust

Ths - (N)

Release pressure (at 10 mm stroke) ... kPa

---

(1)  To be created for each of the 6 samples tested.

(*1)  Stroke ‘s’ will be the actual stroke values used in the test as defined in paragraph 3.2.2 of this annex.

APPENDIX 5

TRAILER ANTI-LOCK BRAKING SYSTEM INFORMATION DOCUMENT

1.   GENERAL

| 1.1. | Name of manufacturer |
| --- | --- |

1.1.

| 1.2. | System name |
| --- | --- |

1.2.

| 1.3. | System variations |
| --- | --- |

1.3.

| 1.4. | System configurations (e.g. 2S/1M, 2S/2M etc.) |
| --- | --- |

1.4.

| 1.5. | Explanation of the basic function and/or philosophy of the system. |
| --- | --- |

1.5.

2.   APPLICATIONS

| 2.1. | List of trailer types and ABS configurations for which approval is required. |
| --- | --- |

2.1.

| 2.2. | Schematic diagrams of the system configurations installed on the trailers defined in item 2.1 above with consideration given to the following parameters: | Sensor locations |
| --- | --- | --- |

2.2.

Sensor locations

| | Modulator locations |
| --- | --- |

Modulator locations

| | Lift axles |
| --- | --- |

Lift axles

| | Steering axles |
| --- | --- |

Steering axles

| | Tube: type - bore size(s) and lengths |
| --- | --- |

Tube: type - bore size(s) and lengths

| 2.3. | Relationship of tyre circumference to the resolution of the exciter, including tolerances. |
| --- | --- |

2.3.

| 2.4. | Tolerance of tyre circumference between one axle and another fitted with the same exciter. |
| --- | --- |

2.4.

| 2.5. | Scope of application with respect to suspension type:







  Air suspension | : | Any type of balanced ‘trailing arm’ air suspension |
| --- | --- | --- | --- |
| Other suspensions | : | to be defined by manufacturer, model and type (balanced/unbalanced). |

2.5.

Air suspension

:

Any type of balanced ‘trailing arm’ air suspension

Other suspensions

:

to be defined by manufacturer, model and type (balanced/unbalanced).

| 2.6. | Recommendations on differential brake input torque (if any) in relation to the ABS configuration and trailer bogie. |
| --- | --- |

2.6.

| 2.7. | Additional information (if applicable) to the application of the anti-lock braking system. |
| --- | --- |

2.7.

3.   COMPONENT DESCRIPTION

| 3.1. | Sensor(s)
  Function
  Identification (e.g. part number(s)) |
| --- | --- |

3.1.

Function

Identification (e.g. part number(s))

| 3.2. | Controller(s)
  General description and function
  Identification (e.g. part number(s))
  Safety aspects of controller(s)
  Additional features (e.g. retarder control, automatic configuration, variable parameters, diagnostics) |
| --- | --- |

3.2.

General description and function

Identification (e.g. part number(s))

Safety aspects of controller(s)

Additional features (e.g. retarder control, automatic configuration, variable parameters, diagnostics)

| 3.3. | Modulator(s)
  General description and function
  Identification (e.g. part number(s))
  Limitations (e.g. maximum delivery volumes to be controlled) |
| --- | --- |

3.3.

General description and function

Identification (e.g. part number(s))

Limitations (e.g. maximum delivery volumes to be controlled)

| 3.4. | Electrical Equipment
  Circuit diagram(s)
  Powering methods
  Warning lamp sequence(s) |
| --- | --- |

3.4.

Circuit diagram(s)

Powering methods

Warning lamp sequence(s)

| 3.5. | Pneumatic Circuits
  Braking schematics covering the ABS configurations as applied to the trailer types defined in paragraph 2.1 above.
  Limitations on tube sizes and associated lengths that have an effect on system performance (e.g. between modulator and brake chamber) |
| --- | --- |

3.5.

Braking schematics covering the ABS configurations as applied to the trailer types defined in paragraph 2.1 above.

Limitations on tube sizes and associated lengths that have an effect on system performance (e.g. between modulator and brake chamber)

| 3.6. | Electro Magnetic Compatibility |
| --- | --- |

3.6.

| 3.6.1. | Documentation demonstrating compliance with the provisions of paragraph 4.4 of Annex 13 to this Regulation. |
| --- | --- |

3.6.1.

APPENDIX 6

TRAILER ANTI-LOCK BRAKING SYSTEM TEST REPORT

TEST REPORT No ...

1.   IDENTIFICATION

| 1.1. | Manufacturer of the anti-lock braking system (name and address) |
| --- | --- |

1.1.

| 1.2. | System name/model |
| --- | --- |

1.2.

2.   SYSTEM(S) AND INSTALLATION(S) APPROVED

| 2.1. | ABS configuration(s) approved (e.g. 2S/1M, 2S/2M etc.): |
| --- | --- |

2.1.

| 2.2. | Range of application (type of trailer and number of axles): |
| --- | --- |

2.2.

| 2.3. | Methods of powering: ISO 7638, ISO 1185 etc. |
| --- | --- |

2.3.

| 2.4. | Identification of approved sensor(s), controller(s) and modulator(s): |
| --- | --- |

2.4.

| 2.5. | Energy consumption - equivalent number of static brake applications. |
| --- | --- |

2.5.

| 2.6. | Additional features e.g. retarder control, lift axle configuration etc. |
| --- | --- |

2.6.

3.   TEST DATA AND RESULTS

| 3.1. | Test vehicle data: |
| --- | --- |

3.1.

| 3.2. | Test surface information: |
| --- | --- |

3.2.

| 3.3. | Test results: |
| --- | --- |

3.3.

| 3.3.1. | Utilization of adhesion: |
| --- | --- |

3.3.1.

| 3.3.2. | Energy consumption: |
| --- | --- |

3.3.2.

| 3.3.3. | Split friction test: |
| --- | --- |

3.3.3.

| 3.3.4. | Low speed performance: |
| --- | --- |

3.3.4.

| 3.3.5. | High-speed performance: |
| --- | --- |

3.3.5.

| 3.3.6. | Additional checks: |
| --- | --- |

3.3.6.

| 3.3.6.1. | Transition from high to low adhesion surfaces: |
| --- | --- |

3.3.6.1.

| 3.3.6.2. | Transition from low to high adhesion surfaces: |
| --- | --- |

3.3.6.2.

| 3.3.7. | Failure mode simulation: |
| --- | --- |

3.3.7.

| 3.3.8. | Functional checks of optional power connections: |
| --- | --- |

3.3.8.

| 3.3.9. | Electro-magnetic compatibility |
| --- | --- |

3.3.9.

4.   LIMITS OF INSTALLATION

| 4.1. | Relationship of tyre circumference to the resolution of the exciter: |
| --- | --- |

4.1.

| 4.2. | Tolerance of tyre circumference between one axle and another fitted with the same exciter: |
| --- | --- |

4.2.

| 4.3. | Suspension type: |
| --- | --- |

4.3.

| 4.4. | Differential(s) in brake input torque within the trailer bogie: |
| --- | --- |

4.4.

| 4.5. | Wheel base of full trailer: |
| --- | --- |

4.5.

| 4.6. | Brake type: |
| --- | --- |

4.6.

| 4.7. | Tube sizes and lengths |
| --- | --- |

4.7.

| 4.8. | Load sensing device application: |
| --- | --- |

4.8.

| 4.9. | Warning lamp sequence: |
| --- | --- |

4.9.

| 4.10. | System configurations and applications that comply with the category A requirements. |
| --- | --- |

4.10.

| 4.11. | Other recommendations/limitations (e.g. location of sensors, modulator(s), lift axle(s), steering axle(s)): |
| --- | --- |

4.11.

5.   DATE OF TEST:

This test has been carried out and the results reported in accordance with Annex 19 to Regulation No 13 as last amended by the ...series of amendments.

Technical Service (1) conducting the test

Signed: ... Date: ...

6.   APPROVAL AUTHORITY (1)

Signed: ... Date: ...

Attachment: Manufacturer's information document

---

(1)  To be signed by different persons even when the Technical Service and Approval Authority are the same or alternatively, a separate Approval Authority authorization issued with the report.

APPENDIX 7

SYMBOLS AND DEFINITIONS

| SYMBOL | DEFINITION |
| --- | --- |
| BF | Brake factor (input torque to output torque amplification ratio) |
| CO | Threshold input torque (minimum torque necessary to produce a measurable brake torque) |
| D | Outer tyre diameter (overall diameter of an inflated new tyre) |
| d | A conventional number denoting the nominal rim diameter and corresponding to the diameter of the rim expressed either in inches or mm |
| FB | Brake force |
| H | Nominal tyre section height (the distance equal to half the difference between the outer diameter of the tyre and the nominal rim diameter) |
| I | Rotary inertia |
| l
  T | Brake lever length of reference test trailer |
| Mt | Average brake output torque |
| ne | Equivalent number of static brake applications for the purpose of type approval |
| ner | Equivalent number of static applications obtained during testing |
| nD | Rotational speed of the rolling road |
| nW | Rotational speed of the unbraked wheels of the axle |
| Pd | Maximum technically permitted mass for the brake |
| p | Pressure |
| P15 | The pressure in the brake chamber require to produce a pushrod stroke of15 mm from the zero datum position. |
| R | Dynamic tyre rolling radius (calculated using 0,485 D) |
| Ra | Nominal aspect ratio of the tyre (one hundred times the number obtained by dividing the number expressing the nominal section height of the tyre in mm by the number expressing the nominal section width in mm). |
| R
  l | Ratio of sT/l
  T |
| RR | Radius of the rolling road |
| S1 | Section width of the tyre (linear distance between the outsides of the sidewalls of an inflated tyre, excluding elevations due to labelling (marking), decorations or protective bands or ribs). |
| s | Actuator stroke (working stroke plus free stroke) |
| smax | Total actuator stroke |
| sp | Effective stroke (the stroke at which the output thrust is 90per cent of the average thrust ThA) |
| sT | Brake chamber push rod travel of reference test trailer in mm |
| ThA | Average thrust (the average thrust is determined by integrating the values between 1/3 and 2/3 of the total stroke smax) |
| Ths | Spring thrust of the spring brake |
| TR | Sum of braking forces at periphery of all wheels of trailer or semi-trailer |
| v | Rolling road linear speed |
| v1 | Initial speed, when braking starts |
| v2 | Speed at end of braking |
| W60 | Energy input, equivalent to the kinetic energy of the corresponding mass for the brake under test when braked from 60 km/h to standstill |
| z | Braking rate of vehicle |

SYMBOL

DEFINITION

BF

Brake factor (input torque to output torque amplification ratio)

CO

Threshold input torque (minimum torque necessary to produce a measurable brake torque)

D

Outer tyre diameter (overall diameter of an inflated new tyre)

d

A conventional number denoting the nominal rim diameter and corresponding to the diameter of the rim expressed either in inches or mm

FB

Brake force

H

Nominal tyre section height (the distance equal to half the difference between the outer diameter of the tyre and the nominal rim diameter)

I

Rotary inertia

l
  T

Brake lever length of reference test trailer

Mt

Average brake output torque

ne

Equivalent number of static brake applications for the purpose of type approval

ner

Equivalent number of static applications obtained during testing

nD

Rotational speed of the rolling road

nW

Rotational speed of the unbraked wheels of the axle

Pd

Maximum technically permitted mass for the brake

p

Pressure

P15

The pressure in the brake chamber require to produce a pushrod stroke of15 mm from the zero datum position.

R

Dynamic tyre rolling radius (calculated using 0,485 D)

Ra

Nominal aspect ratio of the tyre (one hundred times the number obtained by dividing the number expressing the nominal section height of the tyre in mm by the number expressing the nominal section width in mm).

R
  l

Ratio of sT/l
  T

RR

Radius of the rolling road

S1

Section width of the tyre (linear distance between the outsides of the sidewalls of an inflated tyre, excluding elevations due to labelling (marking), decorations or protective bands or ribs).

s

Actuator stroke (working stroke plus free stroke)

smax

Total actuator stroke

sp

Effective stroke (the stroke at which the output thrust is 90per cent of the average thrust ThA)

sT

Brake chamber push rod travel of reference test trailer in mm

ThA

Average thrust (the average thrust is determined by integrating the values between 1/3 and 2/3 of the total stroke smax)

Ths

Spring thrust of the spring brake

TR

Sum of braking forces at periphery of all wheels of trailer or semi-trailer

v

Rolling road linear speed

v1

Initial speed, when braking starts

v2

Speed at end of braking

W60

Energy input, equivalent to the kinetic energy of the corresponding mass for the brake under test when braked from 60 km/h to standstill

z

Braking rate of vehicle

APPENDIX 8

Field test documentation form as prescribed in paragraph 4.4.2.9 to this Annex

1.   IDENTIFICATION

| 1.1. | Brake:
  Manufacturer ...
  Make ...
  Type ...
  Model ...
  Drum brake or disc brake (1)

  Data to identify the tested item ...
  Technically permissible brake input torque Cmax ...
  Automatic brake adjustment device: integrated/non-integrated (1) |
| --- | --- |

1.1.

Manufacturer ...

Make ...

Type ...

Model ...

Drum brake or disc brake (1)

Data to identify the tested item ...

Technically permissible brake input torque Cmax ...

Automatic brake adjustment device: integrated/non-integrated (1)

| 1.2. | Brake drum or brake disc:
  Internal diameter of drum or outside diameter of disc ...
  Effective radius (2) ...
  Thickness ...
  Mass ...
  Material ...
  Data to identify the tested item ... |
| --- | --- |

1.2.

Internal diameter of drum or outside diameter of disc ...

Effective radius (2) ...

Thickness ...

Mass ...

Material ...

Data to identify the tested item ...

| 1.3. | Brake lining or pad:
  Manufacturer ...
  Type ...
  Identification ...
  Width ...
  Thickness ...
  Surface area ...
  Method of attachment ...
  Data to identify the tested item ... |
| --- | --- |

1.3.

Manufacturer ...

Type ...

Identification ...

Width ...

Thickness ...

Surface area ...

Method of attachment ...

Data to identify the tested item ...

| 1.4. | Actuator:
  Manufacturer ...
  Make ...
  Size ...
  Type ...
  Data to identify the tested item ... |
| --- | --- |

1.4.

Manufacturer ...

Make ...

Size ...

Type ...

Data to identify the tested item ...

| 1.5. | Automatic brake adjustment device (3):
  Manufacturer ...
  Make ...
  Type ...
  Version ...
  Data to identify the tested item ... |
| --- | --- |

1.5.

Manufacturer ...

Make ...

Type ...

Version ...

Data to identify the tested item ...

| 1.6. | Test vehicle data
  Towing vehicle:
  Identification — No ...
  Load on each axle ...
  Trailer:
  Identification — No ...
  Category: O2/O3/O4
   (1)

  full trailer/semi trailer/central axle trailer (1)

  Number of axles ...
  Tyres/rims: ...
  Twin/single (1)

  Dynamic rolling radius R laden ...
  Load on each axle ... |
| --- | --- |

1.6.

Towing vehicle:

Identification — No ...

Load on each axle ...

Trailer:

Identification — No ...

Category: O2/O3/O4
   (1)

full trailer/semi trailer/central axle trailer (1)

Number of axles ...

Tyres/rims: ...

Twin/single (1)

Dynamic rolling radius R laden ...

Load on each axle ...

2.   TEST DATA AND RESULTS

| 2.1. | Field test:
  General description covering: distance travelled, time duration and location
  ... |
| --- | --- |

2.1.

General description covering: distance travelled, time duration and location

...

| 2.2. | Braking test: |
| --- | --- |

2.2.

| 2.2.1. | Test track information ... |
| --- | --- |

2.2.1.

| 2.2.2. | Test procedure ... |
| --- | --- |

2.2.2.

| 2.3. | Test results:
  Brake factor
  Test 1 ...
  Date of test 1 ...
  Test 2 ...
  Date of test 2 ...
  Test 3 ...
  Date of test 3 ... |
| --- | --- |

2.3.

Brake factor

Test 1 ...

Date of test 1 ...

Test 2 ...

Date of test 2 ...

Test 3 ...

Date of test 3 ...

Diagrams

---

(1)  Strike out what does not apply.

(2)  Applies only to disc brakes.

(3)  Not applicable in the case of integrated automatic brake adjustment device.

---

ANNEX 20

ALTERNATIVE PROCEDURE FOR THE TYPE APPROVAL OF TRAILERS

1.   GENERAL

| 1.1. | This annex defines an alternative procedure for type approving trailers, utilizing information from test reports issued in accordance with Annexes 11 and 19. |
| --- | --- |

1.1.

| 1.2. | On completion of the verification procedures described in paragraphs 3, 4, 5, 6, 7 and 8 of this annex, the Technical Service/Approval Authority shall issue an ECE type approval certificate conforming to the model specified in Annex 2, Appendix 1 to this Regulation. |
| --- | --- |

1.2.

| 1.3. | For the purposes of the calculations defined within this annex the centre of gravity height shall be determined in accordance with the method defined in Appendix 1 to this annex. |
| --- | --- |

1.3.

2.   APPLICATION FOR TYPE APPROVAL

| 2.1. | The application for ECE type approval of a trailer type with regard to the braking equipment shall be submitted by the trailer manufacturer. In support of the approval the trailer manufacturer shall supply to the Technical Service at least the following:






  2.1.1. | A copy of the ECE or EU Type Approval Certificate and an Information Document of a trailer hereafter referred to as the ‘reference trailer’ on which the service braking performance comparison is to be based. This trailer will have been subject to the actual tests defined in Annex 4 to this Regulation for the appropriate trailer or equivalent EU Directive. A trailer that has been approved to the alternative procedure defined in this annex shall not be used as a reference trailer. |
| --- | --- | --- |

2.1.

2.1.1.

A copy of the ECE or EU Type Approval Certificate and an Information Document of a trailer hereafter referred to as the ‘reference trailer’ on which the service braking performance comparison is to be based. This trailer will have been subject to the actual tests defined in Annex 4 to this Regulation for the appropriate trailer or equivalent EU Directive. A trailer that has been approved to the alternative procedure defined in this annex shall not be used as a reference trailer.

| 2.1.2. | Copies of the Annex 11 and Annex 19 test reports. |
| --- | --- |

2.1.2.

Copies of the Annex 11 and Annex 19 test reports.

| 2.1.3 | A documentation package that contains the relevant verification information including the relevant calculations for the following:






  Performance Requirements | Annex 20 reference |
| --- | --- | --- |
| Cold service braking performance | 3,0 |
| Parking brake performance | 4,0 |
| Emergency brake performance | 5,0 |
| Failure of braking distribution system | 6,0 |
| Anti-lock braking | 7,0 |
| Functional and installation checks | 8,0 |

2.1.3

A documentation package that contains the relevant verification information including the relevant calculations for the following:

Performance Requirements

Annex 20 reference

Cold service braking performance

3,0

Parking brake performance

4,0

Emergency brake performance

5,0

Failure of braking distribution system

6,0

Anti-lock braking

7,0

Functional and installation checks

8,0

| 2.1.4. | A trailer, representative of the trailer type to be approved hereafter referred to as the ‘subject trailer’. |
| --- | --- |

2.1.4.

A trailer, representative of the trailer type to be approved hereafter referred to as the ‘subject trailer’.

| 2.2. | The manufacturer of the ‘reference trailer’ and ‘subject trailer’ shall be the same. |
| --- | --- |

2.2.

3.   ALTERNATIVE PROCEDURE FOR DEMONSTRATING THE TYPE-0 SERVICE BRAKING COLD PERFORMANCE.

3.1.   To demonstrate compliance with the Type-0 service braking cold performance it shall be verified, by calculation, that the ‘subject trailer’ has sufficient brake force (TR) available to achieve the prescribed service braking performance and that there is sufficient adhesion available on a dry road surface (assumed to have a coefficient of adhesion of 0,8) to utilize this brake force.

3.2.   Verification

| 3.2.1. | The requirements of Annex 4, paragraphs 1.2.7 and 3.1.2 (cold performance requirement and achievement without wheel lock, deviation or abnormal vibration) are considered to be satisfied by the subject trailer if it meets the verification criteria described in the following paragraphs, in both the laden and unladen conditions:






  3.2.1.1. | The wheelbase of the subject trailer shall not be less than 0,8 times the reference trailer wheelbase. |
| --- | --- | --- |

3.2.1.

3.2.1.1.

The wheelbase of the subject trailer shall not be less than 0,8 times the reference trailer wheelbase.

| 3.2.1.2. | Any difference in the brake input torque between one axle and another within a bogie of the ‘subject trailer’ shall not differ from that of the ‘reference trailer’. |
| --- | --- |

3.2.1.2.

Any difference in the brake input torque between one axle and another within a bogie of the ‘subject trailer’ shall not differ from that of the ‘reference trailer’.

| 3.2.1.3. | The number and arrangement of axles i.e. lifting, steering etc. of the ‘subject trailer’ shall not differ from that of the reference trailer. |
| --- | --- |

3.2.1.3.

The number and arrangement of axles i.e. lifting, steering etc. of the ‘subject trailer’ shall not differ from that of the reference trailer.

| 3.2.1.4. | The percentage distribution of the laden static axle load of the subject trailer shall not differ from that of the reference trailer by more than 10 per cent. |
| --- | --- |

3.2.1.4.

The percentage distribution of the laden static axle load of the subject trailer shall not differ from that of the reference trailer by more than 10 per cent.

| 3.2.1.5. | For semi trailers, a graph, in accordance with Appendix 2, shall be constructed and, from this graph, it shall be verified that: | TR max ≥ TRpr (i.e. line (1) shall not be below line (3)), and |
| --- | --- | --- |

3.2.1.5.

For semi trailers, a graph, in accordance with Appendix 2, shall be constructed and, from this graph, it shall be verified that:

TR max ≥ TRpr (i.e. line (1) shall not be below line (3)), and

| | TRL ≥ TRpr (i.e. line (2) shall not be below line (3)). |
| --- | --- |

TRL ≥ TRpr (i.e. line (2) shall not be below line (3)).

| 3.2.1.6. | For centre axle trailers, a graph, in accordance with Appendix 3, shall be constructed and, from this graph, it shall be verified that: | TR max ≥ TRpr (i.e. line (1) shall not be below line (3)), and |
| --- | --- | --- |

3.2.1.6.

For centre axle trailers, a graph, in accordance with Appendix 3, shall be constructed and, from this graph, it shall be verified that:

TR max ≥ TRpr (i.e. line (1) shall not be below line (3)), and

| | TRL ≥ TRpr (i.e. line (2) shall not be below line (3)). |
| --- | --- |

TRL ≥ TRpr (i.e. line (2) shall not be below line (3)).

| 3.2.1.7. | For full trailers, a graph, in accordance with Appendix 4, shall be constructed and, from this graph, it shall be verified that: | TR max ≥ TRpr (i.e. line (1) shall not be below line (2)), and |
| --- | --- | --- |

3.2.1.7.

For full trailers, a graph, in accordance with Appendix 4, shall be constructed and, from this graph, it shall be verified that:

TR max ≥ TRpr (i.e. line (1) shall not be below line (2)), and

| | TRLf ≥ TRprf (i.e. line (4) shall not be below line (3)), and |
| --- | --- |

TRLf ≥ TRprf (i.e. line (4) shall not be below line (3)), and

| | TRLr ≥ TRprr (i.e. line (6) shall not be below line (5)). |
| --- | --- |

TRLr ≥ TRprr (i.e. line (6) shall not be below line (5)).

4.   ALTERNATIVE PROCEDURE FOR DEMONSTRATING THE PARKING BRAKE PERFORMANCE.

4.1.   General

| 4.1.1. | This procedure provides an alternative to physically testing trailers on a gradient and ensures that trailers fitted with spring brake actuated parking mechanisms can meet the prescribed parking brake performance. This procedure shall not be applied to trailers fitted with parking mechanisms operated by means other than spring brakes. Such trailers shall be subjected to the physical test prescribed in Annex 4. |
| --- | --- |

4.1.1.

| 4.1.2. | The prescribed parking braking performance shall be demonstrated by calculation, using the formulae contained in paragraphs 4.2 and 4.3. |
| --- | --- |

4.1.2.

4.2.   Parking performance

| 4.2.1. | The parking brake force at the periphery of the tyres of axle(s) braked by the spring brake actuated parking mechanism shall be calculated using the following formula:
  Tpi = (Ths × l – Co) × n × BF / Rs |
| --- | --- |

4.2.1.

Tpi = (Ths × l – Co) × n × BF / Rs

| 4.2.2. | The normal reaction of the road surface on the axles of a stationary trailer facing uphill and downhill on an 18 per cent gradient shall be calculated using the following formulae:






  4.2.2.1. | In the case of full trailers:






  4.2.2.1.1. | Facing uphill |
| --- | --- | --- | --- |

4.2.2.

4.2.2.1.

In the case of full trailers:

4.2.2.1.1.

Facing uphill

Formula

Formula

Formula

Formula

| 4.2.2.1.2. | Facing downhill |
| --- | --- |

4.2.2.1.2.

Facing downhill

Formula

Formula

Formula

Formula

| 4.2.2.2. | In the case of centre axle trailers:






  4.2.2.2.1. | Facing uphill |
| --- | --- | --- |

4.2.2.2.

In the case of centre axle trailers:

4.2.2.2.1.

Facing uphill

Formula

Formula

| 4.2.2.2.2. | Facing downhill |
| --- | --- |

4.2.2.2.2.

Facing downhill

Formula

Formula

| 4.2.2.3. | In the case of semi-trailers:






  4.2.2.3.1. | Facing uphill |
| --- | --- | --- |

4.2.2.3.

In the case of semi-trailers:

4.2.2.3.1.

Facing uphill

Formula

Formula

| 4.2.2.3.2. | Facing downhill |
| --- | --- |

4.2.2.3.2.

Facing downhill

Formula

Formula

4.3.   Verification

| 4.3.1. | The parking brake performance of the trailer shall be verified using the following formulae:





  and: |
| --- | --- |

4.3.1.

Formula

and:

Formula

5.   ALTERNATIVE PROCEDURE FOR DEMONSTRATING THE EMERGENCY/AUTOMATIC BRAKING PERFORMANCE

5.1.   General

| 5.1.1. | To demonstrate compliance with the automatic braking performance requirements, either a comparison is made between the chamber pressure required to achieve the specified performance and the asymptotic chamber pressure after disconnection of the supply line, as defined in paragraph 5.2.1, or it shall be verified that the brake force provided by the axle(s) fitted with spring brakes is sufficient to achieve the specified performance, as defined in paragraph 5.2.2. |
| --- | --- |

5.1.1.

5.2.   Verification

| 5.2.1. | The requirements of Annex 4, paragraph 3.3, are considered to be satisfied by a subject trailer if the asymptotic chamber pressure (pc) after disconnection of the supply line is greater than the chamber pressure (pc) to achieve a performance of 13,5 per cent of the maximum stationary wheel load. The supply line pressure being stabilized at 700 kPa prior to disconnection. |
| --- | --- |

5.2.1.

| 5.2.2. | The requirements of Annex 4, paragraph 3.3, are considered to be satisfied by a spring brake equipped subject trailer if:
  ΣTpi ≥ 0,135 (PR)(g)
  where:
  Tpi is calculated in accordance with paragraph 4.2.1. |
| --- | --- |

5.2.2.

ΣTpi ≥ 0,135 (PR)(g)

where:

Tpi is calculated in accordance with paragraph 4.2.1.

6.   ALTERNATIVE PROCEDURE FOR DEMONSTRATING BRAKING PERFORMANCE IN THE CASE OF FAILURE OF THE BRAKING DISTRIBUTION SYSTEM

6.1.   General

| 6.1.1. | To demonstrate compliance with the braking performance requirements in the case of a failure of the braking distribution system, a comparison is made between the chamber pressure required to achieve the specified performance and the chamber pressure available when a failure in the braking distribution system exists. |
| --- | --- |

6.1.1.

6.2.   Verification

| 6.2.1. | The requirements of Annex 10, Appendix, paragraph 6, are considered to be satisfied by the subject trailer if the pressure defined in paragraph 6.2.1.1 is greater than or equal to the pressure defined in paragraph 6.2.1.2, in both laden and unladen conditions. |
| --- | --- |

6.2.1.

| 6.2.1.1. | The chamber pressure (pc) of the subject trailer, when pm = 650 kPa, the supply line pressure = 700 kPa and a failure in the braking distribution system exists. |
| --- | --- |

6.2.1.1.

| 6.2.1.2. | The chamber pressure (pc) to achieve a braking rate of 30 per cent of the service braking performance prescribed for the subject trailer. |
| --- | --- |

6.2.1.2.

7.   ALTERNATIVE PROCEDURE FOR DEMONSTRATING THE ANTI-LOCK BRAKING PERFORMANCE

7.1.   General

| 7.1.1. | Testing of a trailer in accordance with Annex 13 to this Regulation may be waived at the time of type approval of the trailer provided that the anti-lock braking system (ABS) complies with the requirements of Annex 19 to this Regulation. |
| --- | --- |

7.1.1.

7.2.   Verification

| 7.2.1. | Verification of components and installation
  The specification of the ABS installed on the trailer to be type approved shall be verified by satisfying each of the following criteria:







  Paragraph | CRITERIA |
| --- | --- | --- |
| 7.2.1.1 | (a) | Sensor(s) |

7.2.1.

The specification of the ABS installed on the trailer to be type approved shall be verified by satisfying each of the following criteria:

Paragraph

CRITERIA

7.2.1.1

(a)

Sensor(s)

No change allowed

| (b) | Controller(s) |
| --- | --- |

(b)

Controller(s)

No change allowed

| (c) | Modulator(s) |
| --- | --- |

(c)

Modulator(s)

No change allowed

7.2.1.2

Tube size(s) and lengths

| (a) | Reservoir supply to modulator(s) |
| --- | --- |

(a)

Reservoir supply to modulator(s)

Minimum inside diameter

May be increased

Maximum overall length

May be reduced

| (b) | Modulator delivery to brake chambers |
| --- | --- |

(b)

Modulator delivery to brake chambers

Inside diameter

No change allowed

Maximum overall length

May be reduced

7.2.1.3.

Warning signal sequence

No change allowed

7.2.1.4.

Differentials in brake input torque within a bogie

Only approved differentials (if any) permitted

7.2.1.5.

For other limitations refer to paragraph 4 of the test report as described in Appendix 6 of Annex 19 to this Regulation.

Installation to be within the scope of the limitations defined - No deviations allowed

7.3.   Verification of reservoir capacity

| 7.3.1. | As the range of braking systems and auxiliary equipment used on trailers is diverse it is not possible to have a table of recommended reservoir capacities. To verify that adequate storage capacity is installed, testing may be conducted according to paragraph 6.1 of Annex 13 to this Regulation or by the procedure defined below:






  7.3.1.1. | In the case of brakes with non integrated brake wear adjustment the brakes on the subject trailer shall be set to a condition where the relationship (R
  1
  ) of brake chamber push rod travel (sT) against lever length (l
  T) is 0,2.
  Example:







  lt | = | 130 mm |
| --- | --- | --- | --- | --- |
| Re | = | ST/lT = sT/130 = 0,2 |
| ST | = | Push rod travel at 650 kPa brake chamber pressure |
| | = | 130 × 0,2 = 26 mm |

7.3.1.

7.3.1.1.

In the case of brakes with non integrated brake wear adjustment the brakes on the subject trailer shall be set to a condition where the relationship (R
  1
  ) of brake chamber push rod travel (sT) against lever length (l
  T) is 0,2.

Example:

lt

=

130 mm

Re

=

ST/lT = sT/130 = 0,2

ST

=

Push rod travel at 650 kPa brake chamber pressure

=

130 × 0,2 = 26 mm

| 7.3.1.2. | In the case of brakes with integrated automatic brake wear adjustment the brakes shall be set to a normal running clearance. |
| --- | --- |

7.3.1.2.

In the case of brakes with integrated automatic brake wear adjustment the brakes shall be set to a normal running clearance.

| 7.3.1.3. | Setting of the brakes as defined above shall be carried out when the brakes are cold (≤ 100 °C). |
| --- | --- |

7.3.1.3.

Setting of the brakes as defined above shall be carried out when the brakes are cold (≤ 100 °C).

| 7.3.1.4. | With the brakes adjusted according to relevant procedure defined above and the load sensing device(s) set to the laden condition and the initial energy level set according to paragraph 6.1.2 of Annex 13 to this Regulation, the energy storage device(s) shall be isolated from further supply. The brakes shall be applied with a control pressure of 650 kPa at the coupling head and then fully released. Further brake applications shall be made up to the number ne determined from the test conducted in accordance with paragraph 5.4.1.2.4.2 of Annex 19 to this Regulation and defined in paragraph 2.5 of the anti-lock braking system Approval Report. During this application, the pressure in the operating circuit shall be sufficient to provide a total braking force at the periphery of the wheels equal to not less than 22,5 per cent of the maximum stationary wheel load and without causing automatic application of any braking system not under the control of the anti-lock braking system. |
| --- | --- |

7.3.1.4.

With the brakes adjusted according to relevant procedure defined above and the load sensing device(s) set to the laden condition and the initial energy level set according to paragraph 6.1.2 of Annex 13 to this Regulation, the energy storage device(s) shall be isolated from further supply. The brakes shall be applied with a control pressure of 650 kPa at the coupling head and then fully released. Further brake applications shall be made up to the number ne determined from the test conducted in accordance with paragraph 5.4.1.2.4.2 of Annex 19 to this Regulation and defined in paragraph 2.5 of the anti-lock braking system Approval Report. During this application, the pressure in the operating circuit shall be sufficient to provide a total braking force at the periphery of the wheels equal to not less than 22,5 per cent of the maximum stationary wheel load and without causing automatic application of any braking system not under the control of the anti-lock braking system.

8.   FUNCTIONAL AND INSTALLATION CHECKS

8.1.   The Technical Service/Approval Authority shall carry out functional and installation checks covering the following paragraphs:

8.1.1.   Anti-lock function

| 8.1.1.1. | This shall be limited to a dynamic check of the anti-lock braking system. To ensure full cycling it may be necessary to adjust the load sensing device or utilize a surface having a low tyre to road adhesion. If the anti-lock system does not have an Annex 19 approval, the trailer shall be tested in accordance with Annex 13 and comply with the relevant requirements contained in that annex. |
| --- | --- |

8.1.1.1.

8.1.2.   Response time measurement

| 8.1.2.1. | The Technical Service shall verify that the subject trailer conforms to the requirements of Annex 6. |
| --- | --- |

8.1.2.1.

8.1.3.   Static energy consumption

| 8.1.3.1. | The Technical Service shall verify that the subject trailer conforms to the requirements of Annex 7 and Annex 8 as appropriate. |
| --- | --- |

8.1.3.1.

8.1.4.   Service brake function

| 8.1.4.1. | The Technical Service shall verify that there are no abnormal vibrations during braking. |
| --- | --- |

8.1.4.1.

8.1.5.   Parking brake function

| 8.1.5.1. | The Technical Service shall apply and release the park brake to ensure correct function. |
| --- | --- |

8.1.5.1.

8.1.6.   Emergency/automatic braking function

| 8.1.6.1. | The Technical Service shall verify that the subject trailer complies with the requirements of paragraph 5.2.1.18.4.2 of this Regulation. |
| --- | --- |

8.1.6.1.

8.1.7.   Vehicle and component identification verification

| 8.1.7.1. | The Technical Service shall check the subject trailer against the details contained in the type approval certificate. |
| --- | --- |

8.1.7.1.

8.1.8.   Additional checks

| 8.1.8.1. | The Technical Service may request additional checks to be carried out, if necessary. |
| --- | --- |

8.1.8.1.

APPENDIX 1

METHOD OF CALCULATING THE CENTRE OF GRAVITY HEIGHT

The centre of gravity height for the complete vehicle (laden and unladen) can be calculated as follows:

| h1 | = | centre of gravity height of axle(s) assembly (inc. tyres, springs, etc.) = R · 1,1 |
| --- | --- | --- |
| h2 | = | centre of gravity height of frame (laden) = (h6 + h8) · 0,5 |
| h3 | = | centre of gravity height of payload and bodywork (laden) = (h7 · 0,3) + h6 |
| h4 | = | centre of gravity height of frame (unladen) = h2 + s |
| h5 | = | centre of gravity height of bodywork (unladen) = (h7 · 0,5) + h6 + s |

h1

=

centre of gravity height of axle(s) assembly (inc. tyres, springs, etc.) = R · 1,1

h2

=

centre of gravity height of frame (laden) = (h6 + h8) · 0,5

h3

=

centre of gravity height of payload and bodywork (laden) = (h7 · 0,3) + h6

h4

=

centre of gravity height of frame (unladen) = h2 + s

h5

=

centre of gravity height of bodywork (unladen) = (h7 · 0,5) + h6 + s

where:

| h6 | = | frame height, top |
| --- | --- | --- |
| h7 | = | body dimensions, inside |
| h8 | = | frame height, bottom |
| P | = | total mass of the trailer |
| PR | = | total mass on all wheels of a semi trailer or centre axle trailer |
| R | = | radius of the tyre |
| s | = | spring deflection between laden and unladen |
| W1 | = | mass of axle(s) assembly (inc. tyres, springs, etc.) = P · 0,1 |
| W2 | = | mass of the frame = (Punl – W1) · 0,8 |
| W3 | = | mass of payload and bodywork |
| W4 | = | mass of bodywork = (Punl – W1) · 0,2 |

h6

=

frame height, top

h7

=

body dimensions, inside

h8

=

frame height, bottom

P

=

total mass of the trailer

PR

=

total mass on all wheels of a semi trailer or centre axle trailer

R

=

radius of the tyre

s

=

spring deflection between laden and unladen

W1

=

mass of axle(s) assembly (inc. tyres, springs, etc.) = P · 0,1

W2

=

mass of the frame = (Punl – W1) · 0,8

W3

=

mass of payload and bodywork

W4

=

mass of bodywork = (Punl – W1) · 0,2

| LADEN: | UNLADEN: |
| --- | --- |

LADEN:

Formula

UNLADEN:

Formula

NOTES:

Image 37

APPENDIX 2

VERIFICATION GRAPH FOR PARAGRAPH 3.2.1.5 - SEMI-TRAILERS

| (1) | = | TRmax, when pm = 650 kPa and supply line = 700 kPa. |
| --- | --- | --- |
| (2) | = | FRdyn · 0,8 = TRL |
| (3) | = | 0,45 · FR = TRpr |

(1)

=

TRmax, when pm = 650 kPa and supply line = 700 kPa.

(2)

=

FRdyn · 0,8 = TRL

(3)

=

0,45 · FR = TRpr

where:

Formula

the value of zc being calculated using the following formula:

Formula

NOTES:

| 1. | The value of 7 000 above represents the mass of a towing vehicle with no trailer attached. |
| --- | --- |

1.

| 2. | For the purpose of these calculations, closely spaced axles (having an axle spread of less than 2 metres) may be treated as one axle. |
| --- | --- |

2.

APPENDIX 3

VERIFICATION GRAPH FOR PARAGRAPH 3.2.1.6 - CENTRE AXLE TRAILERS

| (1) | = | TRmax, when pm = 650 kPa and supply line = 700 kPa. |
| --- | --- | --- |
| (2) | = | FRdyn · 0,8 = TRL |
| (3) | = | 0,5 · FR = TRpr |

(1)

=

TRmax, when pm = 650 kPa and supply line = 700 kPa.

(2)

=

FRdyn · 0,8 = TRL

(3)

=

0,5 · FR = TRpr

where:

Formula

the value of zc being calculated using the following formula:

Formula

NOTES:

| 1. | The value of 7 000 above represents the mass of a towing vehicle with no trailer attached. |
| --- | --- |

1.

| 2. | For the purpose of these calculations, closely spaced axles (having an axle spread of less than 2 metres) may be treated as one axle. |
| --- | --- |

2.

APPENDIX 4

VERIFICATION GRAPH FOR PARAGRAPH 3.2.1.7 - FULL TRAILERS

| (1) | = | TRmax, when pm = 650 kPa and supply line = 700 kPa. |
| --- | --- | --- |
| (2) | = | 0,5 · FR = TRpr |
| (3) | = | TRprf = TRf, when pm = x |
| (4) | = | Ffdyn · 0,8 = TRLf |
| (5) | = | TRprr = TRr, when pm = x |
| (6) | = | Frdyn · 0,8 = TRLr |

(1)

=

TRmax, when pm = 650 kPa and supply line = 700 kPa.

(2)

=

0,5 · FR = TRpr

(3)

=

TRprf = TRf, when pm = x

(4)

=

Ffdyn · 0,8 = TRLf

(5)

=

TRprr = TRr, when pm = x

(6)

=

Frdyn · 0,8 = TRLr

where:

Formula

and

Formula

the value of zc being calculated using the following formula:

Formula

NOTES:

| 1. | The value of 7 000 above represents the mass of a towing vehicle with no trailer attached. |
| --- | --- |

1.

| 2. | For the purpose of these calculations, closely spaced axles (having an axle spread of less than 2 metres) may be treated as one axle. |
| --- | --- |

2.

APPENDIX 5

SYMBOLS AND DEFINITIONS

| SYMBOL | DEFINITION |
| --- | --- |
| ADi | Tpi when Tpi ≤ 0,8 NFDi for front axles, or
  0,8 NFDi when Tpi > 0,8 NFDi for front axles |
| BDi | Tpi when Tpi ≤ 0,8 NRDi for rear axles, or
  0,8 NRDi when Tpi > 0,8 NRDi for rear axles |
| AUi | Tpi when Tpi ≤ 0,8 NFUi for front axles, or
  0,8 NFUi when Tpi > 0,8 NFUi for front axles |
| BUi | Tpi when Tpi ≤ 0,8 NRUi for rear axles, or
  0,8 NRUi when Tpi > 0,8 NRUi for rear axles |
| BF | brake factor |
| Co | threshold camshaft input torque (minimum camshaft torque necessary to produce a measurable brake torque) |
| E | wheelbase |
| EL | distance between the coupling support leg or landing legs to the centre of the axle(s) of a centre axle trailer or semi-trailer |
| ER | distance between king-pin and centre of axle or axles of semi-trailer |
| F | force (N) |
| Ff | total normal static reaction of road surface on front axle(s) |
| Ffdyn | total normal dynamic reaction of road surface on front axles(s) |
| Fr | total normal static reaction of road surface on rear axle(s) |
| Frdyn | total normal dynamic reaction of road surface on rear axle(s) |
| FR | total normal static reaction of road surface on all wheels of the trailer or semi-trailer |
| FRdyn | total normal dynamic reaction of road surface on all wheels of the trailer or semi-trailer |
| g | acceleration due to gravity (9,81 m/s2) |
| h | height above ground of centre of gravity |
| hK | height of fifth wheel coupling (king pin) |
| hr | height of centre of gravity of trailer |
| i | axle index |
| iF | number of front axles |
| iR | number of rear axles |
| l | lever length |
| n | number of spring brake actuators per axle |
| NFD | total normal reaction of road surface on front axle(s) when facing downhill on an 18 per cent gradient |
| NFDi | normal reaction of road surface on front axle i when facing downhill on an 18 per cent gradient |
| NFU | total normal reaction of road surface on front axle(s) when facing uphill on an 18 per cent gradient |
| NFUi | normal reaction of road surface on front axle i when facing uphill on an 18 per cent gradient |
| NRD | total normal reaction of road surface on rear axle(s) when facing downhill on an 18 per cent gradient |
| NRDi | normal reaction of road surface on rear axle i when facing downhill on an 18 per cent gradient |
| NRU | total normal reaction of road surface on rear axle(s) when facing uphill on an 18 per cent gradient |
| NRUi | normal reaction of road surface on rear axle i when facing uphill on an 18 per cent gradient |
| pm | pressure at coupling head of control line |
| pc | pressure in the brake chamber |
| P | mass of individual vehicle |
| Ps | static mass at fifth wheel coupling at trailer mass P |
| PR | total normal static reaction of road surface on wheels of trailer or semi-trailer |
| PRF | total normal static reaction of road surface on the front axles on level ground |
| PRR | total normal static reaction of road surface on the rear axles on level ground |
| Rs | static laden radius of the tyre, calculated using the following formula:
  Rs = 1⁄2 dr + FR · H
  where:







  dr | = | nominal rim diameter |
| H | = | design section height = 1⁄2 (d - dr) |
| d | = | rim diameter convention number |
| FR | = | factor, as defined by ETRTO
  (Engineering Design, Information 1994, page CV.11) |

SYMBOL

DEFINITION

ADi

Tpi when Tpi ≤ 0,8 NFDi for front axles, or

0,8 NFDi when Tpi > 0,8 NFDi for front axles

BDi

Tpi when Tpi ≤ 0,8 NRDi for rear axles, or

0,8 NRDi when Tpi > 0,8 NRDi for rear axles

AUi

Tpi when Tpi ≤ 0,8 NFUi for front axles, or

0,8 NFUi when Tpi > 0,8 NFUi for front axles

BUi

Tpi when Tpi ≤ 0,8 NRUi for rear axles, or

0,8 NRUi when Tpi > 0,8 NRUi for rear axles

BF

brake factor

Co

threshold camshaft input torque (minimum camshaft torque necessary to produce a measurable brake torque)

E

wheelbase

EL

distance between the coupling support leg or landing legs to the centre of the axle(s) of a centre axle trailer or semi-trailer

ER

distance between king-pin and centre of axle or axles of semi-trailer

F

force (N)

Ff

total normal static reaction of road surface on front axle(s)

Ffdyn

total normal dynamic reaction of road surface on front axles(s)

Fr

total normal static reaction of road surface on rear axle(s)

Frdyn

total normal dynamic reaction of road surface on rear axle(s)

FR

total normal static reaction of road surface on all wheels of the trailer or semi-trailer

FRdyn

total normal dynamic reaction of road surface on all wheels of the trailer or semi-trailer

g

acceleration due to gravity (9,81 m/s2)

h

height above ground of centre of gravity

hK

height of fifth wheel coupling (king pin)

hr

height of centre of gravity of trailer

i

axle index

iF

number of front axles

iR

number of rear axles

l

lever length

n

number of spring brake actuators per axle

NFD

total normal reaction of road surface on front axle(s) when facing downhill on an 18 per cent gradient

NFDi

normal reaction of road surface on front axle i when facing downhill on an 18 per cent gradient

NFU

total normal reaction of road surface on front axle(s) when facing uphill on an 18 per cent gradient

NFUi

normal reaction of road surface on front axle i when facing uphill on an 18 per cent gradient

NRD

total normal reaction of road surface on rear axle(s) when facing downhill on an 18 per cent gradient

NRDi

normal reaction of road surface on rear axle i when facing downhill on an 18 per cent gradient

NRU

total normal reaction of road surface on rear axle(s) when facing uphill on an 18 per cent gradient

NRUi

normal reaction of road surface on rear axle i when facing uphill on an 18 per cent gradient

pm

pressure at coupling head of control line

pc

pressure in the brake chamber

P

mass of individual vehicle

Ps

static mass at fifth wheel coupling at trailer mass P

PR

total normal static reaction of road surface on wheels of trailer or semi-trailer

PRF

total normal static reaction of road surface on the front axles on level ground

PRR

total normal static reaction of road surface on the rear axles on level ground

Rs

static laden radius of the tyre, calculated using the following formula:

Rs = 1⁄2 dr + FR · H

where:

dr

=

nominal rim diameter

H

=

design section height = 1⁄2 (d - dr)

d

=

rim diameter convention number

FR

=

factor, as defined by ETRTO

(Engineering Design, Information 1994, page CV.11)

Tpi

brake force at periphery of all wheels of axle i provided by the spring brake(s)

Ths

spring thrust of the spring brake

TR

sum of braking forces at periphery of all wheels of the trailer or semi-trailer

TRf

sum of braking forces at periphery of all wheels of the front axle(s)

TRr

sum of braking forces at periphery of all wheels of the rear axle(s)

TRmax

sum of maximum available braking forces at periphery of all wheels of the trailer or semi-trailer

TRL

sum of braking forces at periphery of all wheels of the trailer or semi-trailer at which the limit of adhesion is reached

TRLf

sum of braking forces at periphery of all wheels of the front axle(s) at which the limit of adhesion is reached

TRLr

sum of braking forces at periphery of all wheels of the rear axle(s) at which the limit of adhesion is reached.

TRpr

sum of braking forces at periphery of all wheels of the trailer or semi-trailer required to achieve the prescribed performance

TRprf

sum of braking forces at periphery of all wheels of the front axle(s) required to achieve the prescribed performance

TRprr

sum of braking forces at periphery of all wheels of the rear axle(s) required to achieve the prescribed performance

zc

braking rate of the vehicle combination, with the trailer only braked

cos P

cosine of angle subtended by slope of 18 per cent and horizontal plane = 0,98418

tan P

tangent of angle subtended by slope of 18 per cent and horizontal plane = 0,18

---

| 30.9.2010 | EN | Official Journal of the European Union | L 257/197 |
| --- | --- | --- | --- |

30.9.2010

EN

Official Journal of the European Union

L 257/197

---

Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at:

http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html

Regulation No 86 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of agricultural or forestry tractors with regard to the installation of lighting and light-signalling devices

Incorporating all valid text up to:

| | Supplement 4 to the original version of the Regulation — Date of entry into force: 15 October 2008 |
| --- | --- |

Supplement 4 to the original version of the Regulation — Date of entry into force: 15 October 2008

| | Supplement 5 to the original version of the Regulation — Date of entry into force: 24 October 2009 |
| --- | --- |

Supplement 5 to the original version of the Regulation — Date of entry into force: 24 October 2009

CONTENTS

REGULATION

| 1. | Scope |
| --- | --- |

1.

| 2. | Definitions |
| --- | --- |

2.

| 3. | Application for approval |
| --- | --- |

3.

| 4. | Approval |
| --- | --- |

4.

| 5. | General specifications |
| --- | --- |

5.

| 6. | Individual specifications |
| --- | --- |

6.

| 7. | Modification and extension of approval of the vehicle type or of the installation of its lighting and light-signalling devices |
| --- | --- |

7.

| 8. | Conformity of production |
| --- | --- |

8.

| 9. | Penalties for non-conformity of production |
| --- | --- |

9.

| 10. | Production definitely discontinued |
| --- | --- |

10.

| 11. | Names and addresses of technical services responsible for conducting approval tests, and of administrative departments |
| --- | --- |

11.

ANNEXES

| Annex 1 — | Communication concerning the approval or extension or refusal or withdrawal of approval or production definitely discontinued of a type of agricultural or forestry tractor with regard to the installation of lighting and light-signalling devices pursuant to Regulation No 86 |
| --- | --- |

Annex 1 —

| Annex 2 — | Examples of arrangements of approval marks |
| --- | --- |

Annex 2 —

| Annex 3 — | Definitions of the terms of paragraphs 2.6-2.10 |
| --- | --- |

Annex 3 —

| Annex 4 — | Visibility of lamps |
| --- | --- |

Annex 4 —

| Annex 5 — | Direction-indicator lamps — Geometric visibility |
| --- | --- |

Annex 5 —

1.   SCOPE

This Regulation applies to vehicles of category T (1), with regard to the installation of lighting and light-signalling devices.

1

2.   DEFINITIONS

For the purposes of this Regulation,

| 2.1. | ‘Tractor type with regard to the installation of lighting and light-signalling devices’ means tractors which do not differ in such essential respects as:






  2.1.1. | the dimensions and exterior shape of the tractor; |
| --- | --- | --- |

2.1.

‘Tractor type with regard to the installation of lighting and light-signalling devices’ means tractors which do not differ in such essential respects as:

2.1.1.

the dimensions and exterior shape of the tractor;

| 2.1.2. | the number and positioning of the devices; |
| --- | --- |

2.1.2.

the number and positioning of the devices;

| 2.1.3. | the following are likewise considered not to be tractors of a different type: | tractors which differ within the meaning of paragraphs 2.1.1 and 2.1.2 above, but not in such a way as to entail a change in the type, number, positioning and geometric visibility of the lamps prescribed for the tractor type in question; |
| --- | --- | --- |

2.1.3.

the following are likewise considered not to be tractors of a different type:

tractors which differ within the meaning of paragraphs 2.1.1 and 2.1.2 above, but not in such a way as to entail a change in the type, number, positioning and geometric visibility of the lamps prescribed for the tractor type in question;

| | tractors on which optional lamps are fitted or are absent; |
| --- | --- |

tractors on which optional lamps are fitted or are absent;

| | tractors which are fitted with lamps, the position of which varies according to the direction of traffic in the country of registration. |
| --- | --- |

tractors which are fitted with lamps, the position of which varies according to the direction of traffic in the country of registration.

| 2.2. | ‘Transverse plane’ means a vertical plane perpendicular to the median longitudinal plane of the tractor. |
| --- | --- |

2.2.

‘Transverse plane’ means a vertical plane perpendicular to the median longitudinal plane of the tractor.

| 2.3. | ‘Unladen tractor’ means the tractor in running order, i.e. excluding optional accessories but including coolant, oils, fuel, tools and driver. |
| --- | --- |

2.3.

‘Unladen tractor’ means the tractor in running order, i.e. excluding optional accessories but including coolant, oils, fuel, tools and driver.

| 2.4. | ‘Laden tractor’ means the tractor loaded to its technically permissible maximum mass, as stated by the manufacturer, who shall also fix the distribution of this weight between the axles. |
| --- | --- |

2.4.

‘Laden tractor’ means the tractor loaded to its technically permissible maximum mass, as stated by the manufacturer, who shall also fix the distribution of this weight between the axles.

| 2.5. | ‘Lamp’ means a device designed to illuminate the road (headlamp) or to emit a light signal. Rear registration-plate lamps and retro reflectors shall likewise be regarded as lamps.






  2.5.1. | ‘Equivalent lamps’ means lamps having the same function and approved under Regulation No 37 or in conformity with the same requirements; such lamps may have different characteristics from those of the lamps with which the vehicle is equipped at the time of approval on condition that they satisfy the requirements of this Regulation; |
| --- | --- | --- |

2.5.

‘Lamp’ means a device designed to illuminate the road (headlamp) or to emit a light signal. Rear registration-plate lamps and retro reflectors shall likewise be regarded as lamps.

2.5.1.

‘Equivalent lamps’ means lamps having the same function and approved under Regulation No 37 or in conformity with the same requirements; such lamps may have different characteristics from those of the lamps with which the vehicle is equipped at the time of approval on condition that they satisfy the requirements of this Regulation;

| 2.5.2. | ‘Independent lamps’ means lamps having separate lenses, separate light sources, and separate lamp bodies; |
| --- | --- |

2.5.2.

‘Independent lamps’ means lamps having separate lenses, separate light sources, and separate lamp bodies;

| 2.5.3. | ‘Grouped lamps’ means devices having separate lenses and separate light sources, but a common lamp body; |
| --- | --- |

2.5.3.

‘Grouped lamps’ means devices having separate lenses and separate light sources, but a common lamp body;

| 2.5.4. | ‘Combined lamps’ means devices having separate lenses but a common light source and a common lamp body; |
| --- | --- |

2.5.4.

‘Combined lamps’ means devices having separate lenses but a common light source and a common lamp body;

| 2.5.5. | ‘Reciprocally incorporated lamps’ means devices having separate light sources (or a single light source operating under different conditions), totally or partially common lenses and a common lamp body; |
| --- | --- |

2.5.5.

‘Reciprocally incorporated lamps’ means devices having separate light sources (or a single light source operating under different conditions), totally or partially common lenses and a common lamp body;

| 2.5.6. | ‘Concealable illuminating lamp’ means a headlamp capable of being partly or completely hidden when not in use. This result may be achieved by means of a movable cover, by displacement of the headlamp or by any other suitable means. The term ‘retractable’ is used more particularly to describe a concealable lamp the displacement of which enables it to be inserted within the bodywork; |
| --- | --- |

2.5.6.

‘Concealable illuminating lamp’ means a headlamp capable of being partly or completely hidden when not in use. This result may be achieved by means of a movable cover, by displacement of the headlamp or by any other suitable means. The term ‘retractable’ is used more particularly to describe a concealable lamp the displacement of which enables it to be inserted within the bodywork;

| 2.5.7. | ‘Lamps of variable position’ means lamps installed on the tractor which can move in relation to the tractor, without being detached; |
| --- | --- |

2.5.7.

‘Lamps of variable position’ means lamps installed on the tractor which can move in relation to the tractor, without being detached;

| 2.5.8. | ‘Driving-lamp’ means the lamp used to illuminate the road over a long distance ahead of the tractor; |
| --- | --- |

2.5.8.

‘Driving-lamp’ means the lamp used to illuminate the road over a long distance ahead of the tractor;

| 2.5.9. | ‘Passing lamp’ means the lamp used to illuminate the road ahead of the tractor without causing undue dazzle or discomfort to oncoming drivers and other road-users; |
| --- | --- |

2.5.9.

‘Passing lamp’ means the lamp used to illuminate the road ahead of the tractor without causing undue dazzle or discomfort to oncoming drivers and other road-users;

| 2.5.10. | ‘Front fog-lamp’ means the lamp used to improve the illumination of the road in case of fog, snowfall, rainstorms or dust clouds; |
| --- | --- |

2.5.10.

‘Front fog-lamp’ means the lamp used to improve the illumination of the road in case of fog, snowfall, rainstorms or dust clouds;

| 2.5.11. | ‘Reversing lamp’ means the lamp used to illuminate the road to the rear of the tractor and to warn other road-users that the tractor is reversing or about to reverse; |
| --- | --- |

2.5.11.

‘Reversing lamp’ means the lamp used to illuminate the road to the rear of the tractor and to warn other road-users that the tractor is reversing or about to reverse;

| 2.5.12. | ‘Direction-indicator lamp’ means the lamp used to indicate to other road-users that the driver intends to change direction to the right or to the left; |
| --- | --- |

2.5.12.

‘Direction-indicator lamp’ means the lamp used to indicate to other road-users that the driver intends to change direction to the right or to the left;

| 2.5.13. | ‘Hazard-warning signal’ means the device permitting the simultaneous operation of all of a tractor's direction indicator lamps to draw attention to the fact that the tractor temporarily constitutes a special danger to other road-users; |
| --- | --- |

2.5.13.

‘Hazard-warning signal’ means the device permitting the simultaneous operation of all of a tractor's direction indicator lamps to draw attention to the fact that the tractor temporarily constitutes a special danger to other road-users;

| 2.5.14. | ‘Stop lamp’ means the lamp used to indicate to other road-users to the rear of the tractor that the latter's driver is applying the service brake; |
| --- | --- |

2.5.14.

‘Stop lamp’ means the lamp used to indicate to other road-users to the rear of the tractor that the latter's driver is applying the service brake;

| 2.5.15. | ‘Rear-registration-plate lamp’ means the device used to illuminate the space intended to accommodate the rear registration plate; it may consist of several optical components; |
| --- | --- |

2.5.15.

‘Rear-registration-plate lamp’ means the device used to illuminate the space intended to accommodate the rear registration plate; it may consist of several optical components;

| 2.5.16. | ‘Front position (side) lamp’ means the lamp used to indicate the presence and the width of the tractor when the latter is viewed from the front; |
| --- | --- |

2.5.16.

‘Front position (side) lamp’ means the lamp used to indicate the presence and the width of the tractor when the latter is viewed from the front;

| 2.5.17. | ‘Rear position (side) lamp’ means the lamp used to indicate the presence and the width of the tractor when the latter is viewed from the rear; |
| --- | --- |

2.5.17.

‘Rear position (side) lamp’ means the lamp used to indicate the presence and the width of the tractor when the latter is viewed from the rear;

| 2.5.18. | ‘Rear fog-lamp’ means the lamp used to make the tractor more easily visible from the rear in dense fog; |
| --- | --- |

2.5.18.

‘Rear fog-lamp’ means the lamp used to make the tractor more easily visible from the rear in dense fog;

| 2.5.19. | ‘Parking lamp’ means the lamp used to draw attention to the presence of a stationary tractor, without a trailer, in a built-up area. In such circumstances it replaces the front and rear position (side) lamps; |
| --- | --- |

2.5.19.

‘Parking lamp’ means the lamp used to draw attention to the presence of a stationary tractor, without a trailer, in a built-up area. In such circumstances it replaces the front and rear position (side) lamps;

| 2.5.20. | ‘End-outline marker lamp’ means the lamps fitted to the extreme outer edge as close as possible to the top of the tractor and intended clearly to indicate the tractor’s overall width. This signal is intended, for certain tractors, to complement the tractor’s front and rear position (side) lamps by drawing particular attention to its bulk; |
| --- | --- |

2.5.20.

‘End-outline marker lamp’ means the lamps fitted to the extreme outer edge as close as possible to the top of the tractor and intended clearly to indicate the tractor’s overall width. This signal is intended, for certain tractors, to complement the tractor’s front and rear position (side) lamps by drawing particular attention to its bulk;

| 2.5.21. | ‘Work lamp’ means a device for illuminating a working area or process; |
| --- | --- |

2.5.21.

‘Work lamp’ means a device for illuminating a working area or process;

| 2.5.22. | ‘Retro reflector’ means a device used to indicate the presence of a tractor by reflection of light emanating from a light source unconnected with the vehicle, the observer being situated near that source. For the purpose of this Regulation, the following are not considered as retro reflectors: | retro-reflecting number plates; |
| --- | --- | --- |

2.5.22.

‘Retro reflector’ means a device used to indicate the presence of a tractor by reflection of light emanating from a light source unconnected with the vehicle, the observer being situated near that source. For the purpose of this Regulation, the following are not considered as retro reflectors:

retro-reflecting number plates;

| | other plates and retro-reflecting signals which must be used to comply with a Contracting Party’s specifications for use as regards certain categories of vehicles or certain methods of operation. |
| --- | --- |

other plates and retro-reflecting signals which must be used to comply with a Contracting Party’s specifications for use as regards certain categories of vehicles or certain methods of operation.

| 2.6. | Illuminating surface of a lamp (see Annex 3).






  2.6.1. | ‘Illuminating surface of a lighting device’ (paragraphs 2.5.8 to 2.5.11) means the orthogonal projection of the full aperture of the reflector in a transverse plane. If the lamp glass (or glasses) extend(s) over part only of the full aperture of the reflector, then the projection of that part only is taken into account. In the case of a passing lamp, the illuminating surface is limited on the side of the cut-off by the apparent projection of the line of the cut-off on to the lens. If the reflector and glass are adjustable, the mean adjustment should be used; |
| --- | --- | --- |

2.6.

Illuminating surface of a lamp (see Annex 3).

2.6.1.

‘Illuminating surface of a lighting device’ (paragraphs 2.5.8 to 2.5.11) means the orthogonal projection of the full aperture of the reflector in a transverse plane. If the lamp glass (or glasses) extend(s) over part only of the full aperture of the reflector, then the projection of that part only is taken into account. In the case of a passing lamp, the illuminating surface is limited on the side of the cut-off by the apparent projection of the line of the cut-off on to the lens. If the reflector and glass are adjustable, the mean adjustment should be used;

| 2.6.2. | ‘Illuminating surface of a signalling lamp other than a retro reflector’ (paragraphs 2.5.12 to 2.5.20) means the orthogonal projection of the lamp in a plane perpendicular to its axis of reference and in contact with the exterior light-emitting surface of the lamp, this projection being bounded by the edges of screens situated in this plane, each allowing only 98 % of the total luminous intensity of the light to persist in the direction of the axis of reference. To determine the lower, upper and lateral limits of the illuminating surface, only screens with horizontal or vertical edges shall be used; |
| --- | --- |

2.6.2.

‘Illuminating surface of a signalling lamp other than a retro reflector’ (paragraphs 2.5.12 to 2.5.20) means the orthogonal projection of the lamp in a plane perpendicular to its axis of reference and in contact with the exterior light-emitting surface of the lamp, this projection being bounded by the edges of screens situated in this plane, each allowing only 98 % of the total luminous intensity of the light to persist in the direction of the axis of reference. To determine the lower, upper and lateral limits of the illuminating surface, only screens with horizontal or vertical edges shall be used;

| 2.6.3. | ‘Illuminating surface of a reflex reflector’ (paragraph 2.5.22) means the orthogonal projection of the reflecting surface of the retro reflector in a plane perpendicular to its axis of reference and bounded by planes touching the outer edges of the light projection surface of the retro reflector and parallel to this axis. To determine the lower, upper and lateral limits of the illuminating surface, only vertical and horizontal planes shall be used; |
| --- | --- |

2.6.3.

‘Illuminating surface of a reflex reflector’ (paragraph 2.5.22) means the orthogonal projection of the reflecting surface of the retro reflector in a plane perpendicular to its axis of reference and bounded by planes touching the outer edges of the light projection surface of the retro reflector and parallel to this axis. To determine the lower, upper and lateral limits of the illuminating surface, only vertical and horizontal planes shall be used;

| 2.6.4. | ‘Light-emitting surface’ means that part of the exterior surface of the transparent lens that encloses the lighting or light-signalling device and allows it to emit light. |
| --- | --- |

2.6.4.

‘Light-emitting surface’ means that part of the exterior surface of the transparent lens that encloses the lighting or light-signalling device and allows it to emit light.

| 2.7. | ‘Apparent surface’ for a defined direction of observation, means the orthogonal projection of the light-emitting surface in a plane perpendicular to the direction of observation (see Annex 3). |
| --- | --- |

2.7.

‘Apparent surface’ for a defined direction of observation, means the orthogonal projection of the light-emitting surface in a plane perpendicular to the direction of observation (see Annex 3).

| 2.8. | ‘Axis of reference’ means the characteristic axis of the light signal determined by the manufacturer of the lamp for use as the direction of reference (H = 0°, V = 0°) for photometric measurements and when fitting the lamp on the tractor. |
| --- | --- |

2.8.

‘Axis of reference’ means the characteristic axis of the light signal determined by the manufacturer of the lamp for use as the direction of reference (H = 0°, V = 0°) for photometric measurements and when fitting the lamp on the tractor.

| 2.9. | ‘Centre of reference’ means the intersection of the axis of reference with the exterior light-emitting surface, specified by the manufacturer of the lamp. |
| --- | --- |

2.9.

‘Centre of reference’ means the intersection of the axis of reference with the exterior light-emitting surface, specified by the manufacturer of the lamp.

| 2.10. | ‘Angles of geometric visibility’ means the angles which determine the field of the minimum solid angle in which the apparent surface of the lamp must be visible. That field of the solid angle is determined by the segments of the sphere of which the centre coincides with the centre of reference of the lamp and the equator is parallel with the ground. These segments are determined in relation to the axis of reference. The horizontal angles ß correspond to the longitude and the vertical angles α to the latitude. There must be no obstacle on the inside of the angles of geometric visibility to the propagation of light from any part of the apparent surface of the lamp observed from infinity. If measurements are taken closer to the lamp, the direction of observation must be shifted parallel to achieve the same accuracy.
  On the inside of the angles of geometric visibility no account is taken of obstacles, if they were already presented when the lamp was type-approved.
  If, when the lamp is installed, any part of the apparent surface of the lamp is hidden by any further parts of the vehicle, proof shall be furnished that the part of the lamp not hidden by obstacles still conforms to the photometric values prescribed for the approval of the device as an optical unit (see explanatory figure below).

  Explanatory figure |
| --- | --- |

2.10.

‘Angles of geometric visibility’ means the angles which determine the field of the minimum solid angle in which the apparent surface of the lamp must be visible. That field of the solid angle is determined by the segments of the sphere of which the centre coincides with the centre of reference of the lamp and the equator is parallel with the ground. These segments are determined in relation to the axis of reference. The horizontal angles ß correspond to the longitude and the vertical angles α to the latitude. There must be no obstacle on the inside of the angles of geometric visibility to the propagation of light from any part of the apparent surface of the lamp observed from infinity. If measurements are taken closer to the lamp, the direction of observation must be shifted parallel to achieve the same accuracy.

On the inside of the angles of geometric visibility no account is taken of obstacles, if they were already presented when the lamp was type-approved.

If, when the lamp is installed, any part of the apparent surface of the lamp is hidden by any further parts of the vehicle, proof shall be furnished that the part of the lamp not hidden by obstacles still conforms to the photometric values prescribed for the approval of the device as an optical unit (see explanatory figure below).

Explanatory figure

Explanatory figure

Image 41

| 2.11. | ‘Extreme outer edge’ on either side of the tractor means the plane parallel with the median longitudinal plane of the tractor and coinciding with its lateral outer edge, disregarding the projection:






  2.11.1. | of tyres near their point of contact with the ground and connections for tyre-pressure gauges; |
| --- | --- | --- |

2.11.

‘Extreme outer edge’ on either side of the tractor means the plane parallel with the median longitudinal plane of the tractor and coinciding with its lateral outer edge, disregarding the projection:

2.11.1.

of tyres near their point of contact with the ground and connections for tyre-pressure gauges;

| 2.11.2. | of any anti-skid devices which may be mounted on the wheels; |
| --- | --- |

2.11.2.

of any anti-skid devices which may be mounted on the wheels;

| 2.11.3. | of rear-view mirrors; |
| --- | --- |

2.11.3.

of rear-view mirrors;

| 2.11.4. | of side direction indicator lamps, end-outline marker lamps, front and rear position (side) lamps, parking lamps and lateral reflex reflectors; |
| --- | --- |

2.11.4.

of side direction indicator lamps, end-outline marker lamps, front and rear position (side) lamps, parking lamps and lateral reflex reflectors;

| 2.11.5. | of customs seals affixed to the tractor and devices for securing and protecting such seals. |
| --- | --- |

2.11.5.

of customs seals affixed to the tractor and devices for securing and protecting such seals.

| 2.12. | ‘Overall width’ means the distance between the two vertical planes defined in paragraph 2.11 above. |
| --- | --- |

2.12.

‘Overall width’ means the distance between the two vertical planes defined in paragraph 2.11 above.

| 2.13. | ‘A single lamp’ includes any combination of two or more lamps, whether identical or not, having the same function and colour, if it comprises devices, the projection of whose aggregate light-emitting surfaces in a given transverse plane occupies 60 % or more of the area of the smallest rectangle circumscribing the projections of the light-emitting surfaces of the aforementioned lamps, provided that such combination is, where approval is required, approved as a single lamp.
  This possible combination does not apply to driving lamps, passing lamps, front fog lamps or lateral reflex reflectors. |
| --- | --- |

2.13.

‘A single lamp’ includes any combination of two or more lamps, whether identical or not, having the same function and colour, if it comprises devices, the projection of whose aggregate light-emitting surfaces in a given transverse plane occupies 60 % or more of the area of the smallest rectangle circumscribing the projections of the light-emitting surfaces of the aforementioned lamps, provided that such combination is, where approval is required, approved as a single lamp.

This possible combination does not apply to driving lamps, passing lamps, front fog lamps or lateral reflex reflectors.

| 2.14. | ‘Two lamps’ or ‘an even number of lamps’ includes a single illuminating surface in the shape of a band, if placed symmetrically in relation to the median longitudinal plane of the tractor and extending on both sides to within not less than 400 mm of the extreme outer edge of the tractor, and being not less than 800 mm long. The illumination of such a surface shall be provided by not less than two light sources placed as close as possible to its ends. The illuminating surface may be constituted by a number of juxtaposed elements on condition that the projections of the several individual illuminating surfaces in the same transverse plane occupy not less than 60 % of the area of the smallest rectangle circumscribing the projections of those individual illuminating surfaces. |
| --- | --- |

2.14.

‘Two lamps’ or ‘an even number of lamps’ includes a single illuminating surface in the shape of a band, if placed symmetrically in relation to the median longitudinal plane of the tractor and extending on both sides to within not less than 400 mm of the extreme outer edge of the tractor, and being not less than 800 mm long. The illumination of such a surface shall be provided by not less than two light sources placed as close as possible to its ends. The illuminating surface may be constituted by a number of juxtaposed elements on condition that the projections of the several individual illuminating surfaces in the same transverse plane occupy not less than 60 % of the area of the smallest rectangle circumscribing the projections of those individual illuminating surfaces.

| 2.15. | ‘Distance between two lamps’ which face in the same direction, means the distance between the orthogonal projections in a plane perpendicular to the direction in question of the outlines of the two illuminating surfaces as defined according to the case mentioned in paragraph 2.6. |
| --- | --- |

2.15.

‘Distance between two lamps’ which face in the same direction, means the distance between the orthogonal projections in a plane perpendicular to the direction in question of the outlines of the two illuminating surfaces as defined according to the case mentioned in paragraph 2.6.

| 2.16. | ‘Optional lamp’ means a lamp the presence of which is left to the discretion of the manufacturer. |
| --- | --- |

2.16.

‘Optional lamp’ means a lamp the presence of which is left to the discretion of the manufacturer.

| 2.17. | ‘Operational tell-tale’ means a tell-tale showing whether a device that has been actuated is operating correctly or not. |
| --- | --- |

2.17.

‘Operational tell-tale’ means a tell-tale showing whether a device that has been actuated is operating correctly or not.

| 2.18. | ‘Circuit-closed tell-tale’ means a tell-tale showing that a device has been switched on but not showing whether it is operating correctly or not. |
| --- | --- |

2.18.

‘Circuit-closed tell-tale’ means a tell-tale showing that a device has been switched on but not showing whether it is operating correctly or not.

| 2.19. | ‘Colour of the light emitted from the device.’ The definitions of the colour of the light emitted given in Regulation No 48 and its series of amendments in force at the time of application for type approval shall apply to this Regulation. |
| --- | --- |

2.19.

‘Colour of the light emitted from the device.’ The definitions of the colour of the light emitted given in Regulation No 48 and its series of amendments in force at the time of application for type approval shall apply to this Regulation.

3.   APPLICATION FOR APPROVAL

| 3.1. | The application for approval of a vehicle type with regard to the installation of its lamps shall be submitted by the vehicle manufacturer or his duly accredited representative. |
| --- | --- |

3.1.

The application for approval of a vehicle type with regard to the installation of its lamps shall be submitted by the vehicle manufacturer or his duly accredited representative.

| 3.2. | It shall be accompanied by the undermentioned documents in triplicate and the following particulars:






  3.2.1. | a description of the vehicle type with regard to the items mentioned in paragraphs 2.1.1 to 2.1.3 above; the vehicle type duly identified shall be specified; |
| --- | --- | --- |

3.2.

It shall be accompanied by the undermentioned documents in triplicate and the following particulars:

3.2.1.

a description of the vehicle type with regard to the items mentioned in paragraphs 2.1.1 to 2.1.3 above; the vehicle type duly identified shall be specified;

| 3.2.2. | a list of the devices intended by the manufacturer to form the lighting and signalling equipment; the list may include several types of device for each function, in addition, the list may include in respect of each function the additional annotation ‘or equivalent devices’; |
| --- | --- |

3.2.2.

a list of the devices intended by the manufacturer to form the lighting and signalling equipment; the list may include several types of device for each function, in addition, the list may include in respect of each function the additional annotation ‘or equivalent devices’;

| 3.2.3. | a diagram of the lighting and signalling installation as a whole, showing the position of the various devices on the vehicle; |
| --- | --- |

3.2.3.

a diagram of the lighting and signalling installation as a whole, showing the position of the various devices on the vehicle;

| 3.2.4. | a drawing or drawings of each lamp showing the illuminating surface, as defined in paragraph 2.6 above. |
| --- | --- |

3.2.4.

a drawing or drawings of each lamp showing the illuminating surface, as defined in paragraph 2.6 above.

| 3.3. | An unladen vehicle fitted with a complete set of lighting and signalling equipment and representative of the vehicle type to be approved shall be submitted to the technical service conducting approval tests. |
| --- | --- |

3.3.

An unladen vehicle fitted with a complete set of lighting and signalling equipment and representative of the vehicle type to be approved shall be submitted to the technical service conducting approval tests.

4.   APPROVAL

| 4.1. | If the vehicle type submitted for approval pursuant to this Regulation meets the requirements of the Regulation in respect of all the lights specified in the list, approval of that vehicle type shall be granted. |
| --- | --- |

4.1.

If the vehicle type submitted for approval pursuant to this Regulation meets the requirements of the Regulation in respect of all the lights specified in the list, approval of that vehicle type shall be granted.

| 4.2. | An approval number shall be assigned to each type approved. Its first two digits (at present 00 for the Regulation in its original form) shall indicate the series of amendments incorporating the most recent major technical amendments to the Regulation. The same Contracting Party may not assign the same number to another vehicle type or to the same vehicle type submitted with equipment not specified in the list referred to in paragraph 3.2.2 above subject to paragraph 7 of this Regulation. |
| --- | --- |

4.2.

An approval number shall be assigned to each type approved. Its first two digits (at present 00 for the Regulation in its original form) shall indicate the series of amendments incorporating the most recent major technical amendments to the Regulation. The same Contracting Party may not assign the same number to another vehicle type or to the same vehicle type submitted with equipment not specified in the list referred to in paragraph 3.2.2 above subject to paragraph 7 of this Regulation.

| 4.3. | Notice of approval or of extension or refusal or withdrawal of approval or production definitely discontinued of a vehicle type pursuant to this Regulation shall be communicated to the parties to the Agreement which apply this Regulation by means of a form conforming to the model in Annex 1 to this Regulation. |
| --- | --- |

4.3.

Notice of approval or of extension or refusal or withdrawal of approval or production definitely discontinued of a vehicle type pursuant to this Regulation shall be communicated to the parties to the Agreement which apply this Regulation by means of a form conforming to the model in Annex 1 to this Regulation.

| 4.4. | There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation an international approval mark consisting of:






  4.4.1. | a circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval (2); |
| --- | --- | --- |

4.4.

There shall be affixed, conspicuously and in a readily accessible place specified on the approval form, to every vehicle conforming to a vehicle type approved under this Regulation an international approval mark consisting of:

4.4.1.

a circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval (2);

2

| 4.4.2. | the number of this Regulation, followed by the letter ‘R’, a dash and the approval number to the right of the circle prescribed in paragraph 4.4.1. |
| --- | --- |

4.4.2.

the number of this Regulation, followed by the letter ‘R’, a dash and the approval number to the right of the circle prescribed in paragraph 4.4.1.

| 4.5. | If the vehicle conforms to a vehicle type approved under one or more other Regulations annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.4.1 need not be repeated; in such a case the Regulation and approval numbers and the additional symbols of all the Regulations under which approval has been granted in the country which has granted approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.1. |
| --- | --- |

4.5.

If the vehicle conforms to a vehicle type approved under one or more other Regulations annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.4.1 need not be repeated; in such a case the Regulation and approval numbers and the additional symbols of all the Regulations under which approval has been granted in the country which has granted approval under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.1.

| 4.6. | The approval mark shall be placed close to or on the vehicle data plate affixed by the manufacturer. |
| --- | --- |

4.6.

The approval mark shall be placed close to or on the vehicle data plate affixed by the manufacturer.

| 4.7. | The approval mark shall be clearly legible and be indelible. |
| --- | --- |

4.7.

The approval mark shall be clearly legible and be indelible.

| 4.8. | Annex 2 to this Regulation gives an example of the arrangements of approval marks. |
| --- | --- |

4.8.

Annex 2 to this Regulation gives an example of the arrangements of approval marks.

5.   GENERAL SPECIFICATIONS

5.1.   The lighting and light-signalling devices must be so fitted that under normal conditions of use, and notwithstanding any vibration to which they may be subjected, they retain the characteristics laid down in this Regulation and enable the tractor to comply with the requirements of this Regulation. In particular, it shall not be possible for the adjustment of the lamps to be inadvertently disturbed.

| 5.1.1. | Tractors must be equipped with electrical connectors to enable a detachable light-signalling system to be used. In particular tractors must be fitted with the permanently connected socket outlet specified in ISO standard 1724 (1980) (Electrical connections for vehicles with 6 or 12 volt electrical systems applying more specifically to private motor cars and lightweight trailers or caravans), ISO 1185 (1975) (Electrical connections between towing and towed vehicles having 24 volt electrical systems used for international commercial transport purposes). In the case of ISO standard 1185 (1975), the function of contact 2 shall be restricted to the rear position (side) lamp and to the end-outline marker lamp on the left-hand side. |
| --- | --- |

5.1.1.

Tractors must be equipped with electrical connectors to enable a detachable light-signalling system to be used. In particular tractors must be fitted with the permanently connected socket outlet specified in ISO standard 1724 (1980) (Electrical connections for vehicles with 6 or 12 volt electrical systems applying more specifically to private motor cars and lightweight trailers or caravans), ISO 1185 (1975) (Electrical connections between towing and towed vehicles having 24 volt electrical systems used for international commercial transport purposes). In the case of ISO standard 1185 (1975), the function of contact 2 shall be restricted to the rear position (side) lamp and to the end-outline marker lamp on the left-hand side.

5.2.   The illuminating lamps described in paragraphs 2.5.8, 2.5.9 and 2.5.10 shall be so installed that correct adjustment of their orientation can easily be carried out.

5.3.   For all light-signalling devices, the reference axis of the lamp when fitted to the tractor must be parallel with the bearing plane of the tractor on the road and with the longitudinal plane of the tractor. In each direction a tolerance of ± 3° shall be allowed. In addition, any specific instructions as regards fitting laid down by the manufacturer must be complied with.

5.4.   In the absence of specific instructions, the height and orientation of the lamps shall be verified with the vehicle unladen and placed on a flat horizontal surface.

5.5.   In the absence of specific instructions, lamps constituting a pair shall:

| 5.5.1. | be mounted symmetrically in relation to the median longitudinal plane; |
| --- | --- |

5.5.1.

be mounted symmetrically in relation to the median longitudinal plane;

| 5.5.2. | be symmetrical to one another in relation to the median longitudinal plane; |
| --- | --- |

5.5.2.

be symmetrical to one another in relation to the median longitudinal plane;

| 5.5.3. | satisfy the same colorimetric requirements; and |
| --- | --- |

5.5.3.

satisfy the same colorimetric requirements; and

| 5.5.4. | have substantially identical photometric characteristics. |
| --- | --- |

5.5.4.

have substantially identical photometric characteristics.

5.6.   On tractors whose external shape is asymmetrical, the requirements of paragraphs 5.5.1 and 5.5.2 shall be satisfied as far as possible. These requirements shall be regarded as having been met if the distance of the two lamps from the median longitudinal plane and from the bearing plane on the ground is the same.

5.7.   Lamps having different functions may be independent or be grouped, combined or reciprocally incorporated in one device, provided that each such lamp complies with the requirements applicable to it.

5.8.   The maximum height above ground shall be measured from the highest point and the minimum height from the lowest point of the illuminating surface. In the case of passing lamps, the minimum height in relation to the ground is measured from the lowest edge of the reflector.

5.9.   In the absence of specific instructions, no lamps other than direction-indicator lamps and the hazard warning signal shall be flashing lamps.

5.10.   No red light shall be visible towards the front and no white light other than that from the reversing lamp or work lamps shall be visible towards the rear.

This requirement is considered to have been met if:

| 5.10.1. | for the visibility of a red light towards the front; there is no direct visibility of a red lamp if its light-emitting surface is viewed by an observer moving within zone 1 in a transverse plane situated 25 m in front of the tractor (see Annex 4, figure 1); |
| --- | --- |

5.10.1.

for the visibility of a red light towards the front; there is no direct visibility of a red lamp if its light-emitting surface is viewed by an observer moving within zone 1 in a transverse plane situated 25 m in front of the tractor (see Annex 4, figure 1);

| 5.10.2. | for the visibility of a white light towards the rear; there is no direct visibility of a white lamp if its light-emitting surface is viewed by an observer moving within zone 2 in a transverse plane situated 25 m behind the tractor (see Annex 4, figure 2); |
| --- | --- |

5.10.2.

for the visibility of a white light towards the rear; there is no direct visibility of a white lamp if its light-emitting surface is viewed by an observer moving within zone 2 in a transverse plane situated 25 m behind the tractor (see Annex 4, figure 2);

| 5.10.3. | Zones 1 and 2, as seen by the observer, are limited in their respective planes as follows:






  5.10.3.1. | as regards height, by two horizontal planes which are 1 m and 2,2 m respectively above the ground; |
| --- | --- | --- |

5.10.3.

Zones 1 and 2, as seen by the observer, are limited in their respective planes as follows:

5.10.3.1.

as regards height, by two horizontal planes which are 1 m and 2,2 m respectively above the ground;

| 5.10.3.2. | as regards width, by two vertical planes which make an angle of 15° towards the front and rear respectively, and towards the outside by reference to the median plane of the tractor, passing through the point (or points) of contact of vertical planes which are parallel with the median longitudinal plane of the tractor, and limiting the overall width of the tractor when on wide track.
  If there are several points of contact, the one furthest towards the front shall be selected for zone 1 and the one furthest towards the rear shall be selected for zone 2. |
| --- | --- |

5.10.3.2.

as regards width, by two vertical planes which make an angle of 15° towards the front and rear respectively, and towards the outside by reference to the median plane of the tractor, passing through the point (or points) of contact of vertical planes which are parallel with the median longitudinal plane of the tractor, and limiting the overall width of the tractor when on wide track.

If there are several points of contact, the one furthest towards the front shall be selected for zone 1 and the one furthest towards the rear shall be selected for zone 2.

5.11.   The electrical connections must be such that the front and rear position (side) lamps, the end-outline marker lamps if they exist, and the rear registration plate lamp can only be switched on and off simultaneously.

This is not valid when using front and rear position (side) lamps as parking lamps.

5.12.   The electrical connections must be such that the driving lamps and passing lamps, and the front and rear fog lamps cannot be switched on unless the lamps referred to in paragraph 5.11 are also switched on. This requirement shall not apply, however, to driving lamps or passing lamps when their luminous warnings consist of the intermittent lighting up at short intervals of the passing lamps or the intermittent lighting up of the driving lamps or the alternate lighting up at short intervals of the passing lamps and driving lamps.

The function of the circuit-closed tell-tales may be fulfilled by operational tell-tales.

5.13.   Concealable lamps.

| 5.13.1. | The concealment of lamps shall be prohibited, with the exception of driving lamps, passing lamps, front fog-lamps and lamps to which paragraph 5.14.1 refers; |
| --- | --- |

5.13.1.

The concealment of lamps shall be prohibited, with the exception of driving lamps, passing lamps, front fog-lamps and lamps to which paragraph 5.14.1 refers;

| 5.13.2. | An illuminating device in the position of use shall remain in that position if the malfunction referred to in paragraph 5.13.2.1 occurs alone or in conjunction with one of the malfunctions described in paragraph 5.13.2.2; |
| --- | --- |

5.13.2.

An illuminating device in the position of use shall remain in that position if the malfunction referred to in paragraph 5.13.2.1 occurs alone or in conjunction with one of the malfunctions described in paragraph 5.13.2.2;

| 5.13.2.1. | The absence of power for manipulating the lamp; |
| --- | --- |

5.13.2.1.

The absence of power for manipulating the lamp;

| 5.13.2.2. | Accidental opening of the supply circuit, earth leakage, defect in solenoids, defects in the hydraulic or compressed air lines, Bowden cables, flexible leads or other components controlling or transmitting the energy intended to actuate the concealment device; |
| --- | --- |

5.13.2.2.

Accidental opening of the supply circuit, earth leakage, defect in solenoids, defects in the hydraulic or compressed air lines, Bowden cables, flexible leads or other components controlling or transmitting the energy intended to actuate the concealment device;

| 5.13.3. | In the event of a defect in the concealment control, or other defects referred to in paragraphs 5.13.2.1 and 5.13.2.2 above, a concealed lighting device shall be capable of being moved into the positions of use without the aid of tools; |
| --- | --- |

5.13.3.

In the event of a defect in the concealment control, or other defects referred to in paragraphs 5.13.2.1 and 5.13.2.2 above, a concealed lighting device shall be capable of being moved into the positions of use without the aid of tools;

| 5.13.4. | Illuminating devices which are manipulated by power shall be brought into the position of use and switched on by means of a single control, without excluding the possibility of moving them into the position of use without switching them on. However, in the case of grouped-driving lamps and passing lamps, the control referred to above is required only to activate the passing lamps; |
| --- | --- |

5.13.4.

Illuminating devices which are manipulated by power shall be brought into the position of use and switched on by means of a single control, without excluding the possibility of moving them into the position of use without switching them on. However, in the case of grouped-driving lamps and passing lamps, the control referred to above is required only to activate the passing lamps;

| 5.13.5. | It must not be possible deliberately, from the driver’s seat, to stop the movement of switched-on headlamps before they reach the position of use. If there is a danger of dazzling other road users by the movement of headlamps, they may light up only when they have reached their final position; |
| --- | --- |

5.13.5.

It must not be possible deliberately, from the driver’s seat, to stop the movement of switched-on headlamps before they reach the position of use. If there is a danger of dazzling other road users by the movement of headlamps, they may light up only when they have reached their final position;

| 5.13.6. | At temperatures of – 30 °C to + 50 °C an illuminating device which is manipulated by power must be capable of reaching the position of use within three seconds of initial operation of the control. |
| --- | --- |

5.13.6.

At temperatures of – 30 °C to + 50 °C an illuminating device which is manipulated by power must be capable of reaching the position of use within three seconds of initial operation of the control.

5.14.   Lamps of variable position.

| 5.14.1. | The position of the direction indicator lamps, the front and rear position (side) lamps and the stop lamps may be varied, provided that:






  5.14.1.1. | these lamps remain attached to the tractor when their position is altered; |
| --- | --- | --- |

5.14.1.

The position of the direction indicator lamps, the front and rear position (side) lamps and the stop lamps may be varied, provided that:

5.14.1.1.

these lamps remain attached to the tractor when their position is altered;

| 5.14.1.2. | these lamps shall be capable of being locked in the position required by traffic conditions. Locking must be automatic. |
| --- | --- |

5.14.1.2.

these lamps shall be capable of being locked in the position required by traffic conditions. Locking must be automatic.

5.15.   Colour of the lamps (3) referred to in this Regulation shall be as follows:

3

| driving lamp | : | white or selective yellow |
| --- | --- | --- |
| passing lamp | : | white or selective yellow |
| front fog lamp | : | white or selective yellow (1968 Convention on Road Traffic, Annex 5, appendix, footnote 3) |
| reversing lamp | : | white |
| direction-indicator lamp | : | amber |
| hazard warning signal | : | amber |
| stop lamp | : | red |
| rear registration plate lamp | : | white |
| front position (side) lamp | : | white (selective yellow shall be permitted if this lamp is reciprocally incorporated in a selective yellow headlamp) |
| rear position (side) lamp | : | red |
| rear fog lamp | : | red |
| parking lamp | : | white in front, red at the rear, amber if reciprocally incorporated in the direction indicator lamps |
| end outline marker lamp | : | white in front, red at the rear |
| work lamp | : | no specification |
| rear retro-reflectors | : | red |
| non-triangular side reflectors | : | amber |

driving lamp

:

white or selective yellow

passing lamp

:

white or selective yellow

front fog lamp

:

white or selective yellow (1968 Convention on Road Traffic, Annex 5, appendix, footnote 3)

reversing lamp

:

white

direction-indicator lamp

:

amber

hazard warning signal

:

amber

stop lamp

:

red

rear registration plate lamp

:

white

front position (side) lamp

:

white (selective yellow shall be permitted if this lamp is reciprocally incorporated in a selective yellow headlamp)

rear position (side) lamp

:

red

rear fog lamp

:

red

parking lamp

:

white in front, red at the rear, amber if reciprocally incorporated in the direction indicator lamps

end outline marker lamp

:

white in front, red at the rear

work lamp

:

no specification

rear retro-reflectors

:

red

non-triangular side reflectors

:

amber

The definition of the colours of the lamps shall conform to that given in Annex 5 to the Convention on Road Traffic (1968).

5.16.   Every tractor submitted for approval pursuant to this Regulation shall be equipped with the following lighting and light-signalling devices:

| 5.16.1. | passing lamps (paragraph 6.2); |
| --- | --- |

5.16.1.

passing lamps (paragraph 6.2);

| 5.16.2. | direction-indicator lamps (paragraph 6.5); |
| --- | --- |

5.16.2.

direction-indicator lamps (paragraph 6.5);

| 5.16.3. | hazard-warning signal (paragraph 6.6); |
| --- | --- |

5.16.3.

hazard-warning signal (paragraph 6.6);

| 5.16.4. | front position (side) lamp (paragraph 6.8); |
| --- | --- |

5.16.4.

front position (side) lamp (paragraph 6.8);

| 5.16.5. | rear position (side) lamp (paragraph 6.9); |
| --- | --- |

5.16.5.

rear position (side) lamp (paragraph 6.9);

| 5.16.6. | rear retro-reflector, non-triangular (paragraph 6.14); |
| --- | --- |

5.16.6.

rear retro-reflector, non-triangular (paragraph 6.14);

| 5.16.7. | stop lamp (paragraph 6.7); |
| --- | --- |

5.16.7.

stop lamp (paragraph 6.7);

| 5.16.8. | end-outline marker light (paragraph 6.12) for tractors exceeding 2,1 m in width. Forbidden on all other tractors. |
| --- | --- |

5.16.8.

end-outline marker light (paragraph 6.12) for tractors exceeding 2,1 m in width. Forbidden on all other tractors.

5.17.   It may, in addition, be equipped with the following light-signalling devices:

| 5.17.1. | driving lamp (paragraph 6.1); |
| --- | --- |

5.17.1.

driving lamp (paragraph 6.1);

| 5.17.2. | front fog lamp (paragraph 6.3); |
| --- | --- |

5.17.2.

front fog lamp (paragraph 6.3);

| 5.17.3. | Reversing lamp (paragraph 6.4); |
| --- | --- |

5.17.3.

Reversing lamp (paragraph 6.4);

| 5.17.4. | Rear fog-lamp (paragraph 6.10); |
| --- | --- |

5.17.4.

Rear fog-lamp (paragraph 6.10);

| 5.17.5. | Parking lamp (paragraph 6.11); |
| --- | --- |

5.17.5.

Parking lamp (paragraph 6.11);

| 5.17.6. | Work lamp (paragraph 6.13); |
| --- | --- |

5.17.6.

Work lamp (paragraph 6.13);

| 5.17.7. | Side retro reflectors, non-triangular (paragraph 6.15). |
| --- | --- |

5.17.7.

Side retro reflectors, non-triangular (paragraph 6.15).

5.18.   The fitting of each of the lighting and light-signalling devices mentioned in paragraphs 5.16 and 5.17 above shall be effected in conformity with the relevant requirements in paragraph 6 of this Regulation.

5.19.   The fitting of any lighting and light-signalling devices other than those mentioned in paragraphs 5.16 and 5.17 above is prohibited for the purposes of type approval. This provision does not prevent a contracting party to require or prohibit:

| 5.19.1. | an approved type special warning lamp; or |
| --- | --- |

5.19.1.

an approved type special warning lamp; or

| 5.19.2. | an appropriate illuminating device for the rear-registration plate if it exists and its lighting is required. |
| --- | --- |

5.19.2.

an appropriate illuminating device for the rear-registration plate if it exists and its lighting is required.

6.   INDIVIDUAL SPECIFICATIONS

| 6.1.   DRIVING LAMPS |
| --- |
| 6.1.1. | NUMBER |

DRIVING LAMPS

6.1.1.

NUMBER

Two or four.

| 6.1.2. | ARRANGEMENT |
| --- | --- |

6.1.2.

ARRANGEMENT

No individual specifications.

| 6.1.3. | POSITION IN: |
| --- | --- |

6.1.3.

POSITION IN:

| 6.1.3.1. | WIDTH |
| --- | --- |

6.1.3.1.

WIDTH

The outer edges of the illuminating surface shall in no case be closer to the extreme outer edge of the tractors than the outer edges of the illuminating surface of the passing lamps.

| 6.1.3.2. | HEIGHT |
| --- | --- |

6.1.3.2.

HEIGHT

No individual specifications.

| 6.1.3.3. | LENGTH |
| --- | --- |

6.1.3.3.

LENGTH

As near to the front of the tractor as possible; however, the light emitted must not in any circumstances cause discomfort to the driver either directly or indirectly through the rear-view mirrors and/or other reflecting surfaces of the tractor.

| 6.1.4. | GEOMETRIC VISIBILITY |
| --- | --- |

6.1.4.

GEOMETRIC VISIBILITY

The visibility of the illuminating surface, including its visibility in areas which do not appear to be illuminated in the direction of observation considered, shall be ensured within a divergent space defined by generating lines based on the perimeter of the illuminating surface and forming an angle of not less than 5° with the axis of reference of the headlamp.

| 6.1.5. | ALIGNMENT |
| --- | --- |

6.1.5.

ALIGNMENT

Forwards. Apart from the devices necessary to maintain correct adjustment and when there are two pairs of driving lamps, one pair, consisting of headlamps functioning as driving lamp only, may swivel, according to the angle of lock on the steering, about an approximately vertical axis.

| 6.1.6. | MAY BE ‘GROUPED’ |
| --- | --- |

6.1.6.

MAY BE ‘GROUPED’

with the passing lamp and the other front lamps.

| 6.1.7. | MAY NOT BE ‘COMBINED’ |
| --- | --- |

6.1.7.

MAY NOT BE ‘COMBINED’

with any other lamp.

| 6.1.8. | MAY BE ‘RECIPROCALLY INCORPORATED’ |
| --- | --- |

6.1.8.

MAY BE ‘RECIPROCALLY INCORPORATED’

with the passing lamp, unless the driving lamp swivels according to the angle of lock of the steering; with the front position (side) lamp; with the front fog-lamp; with the parking lamp.

| 6.1.9. | ELECTRICAL CONNECTIONS |
| --- | --- |

6.1.9.

ELECTRICAL CONNECTIONS

The driving lamp may be switched on either simultaneously or in pairs. For changing over from the passing to the driving beam at least one pair of driving lamps must be switched on. For changing over from the driving to the passing beam all driving lamps must be switched off simultaneously.

The passing lamps may remain switched on at the same time as the driving lamps.

| 6.1.10. | ‘CIRCUIT CLOSED’ TELL-TALE |
| --- | --- |

6.1.10.

‘CIRCUIT CLOSED’ TELL-TALE

Mandatory.

| 6.1.11. | OTHER REQUIREMENTS |
| --- | --- |

6.1.11.

OTHER REQUIREMENTS

The sum of maximum intensities of driving beams which can be switched on simultaneously shall not exceed 225 000 cd. This maximum intensity shall be obtained by adding together the individual maximum intensities measured at the time of type-approval and shown on the relevant approval reports.

PASSING LAMPS

| 6.2.1. | NUMBER |
| --- | --- |

6.2.1.

NUMBER

Two (or four — see paragraph 6.2.3.2.1).

| 6.2.2. | ARRANGEMENT |
| --- | --- |

6.2.2.

ARRANGEMENT

No individual specifications.

| 6.2.3. | POSITION IN: |
| --- | --- |

6.2.3.

POSITION IN:

| 6.2.3.1. | WIDTH |
| --- | --- |

6.2.3.1.

WIDTH

No individual specifications

| 6.2.3.2. | HEIGHT ABOVE THE GROUND |
| --- | --- |

6.2.3.2.

HEIGHT ABOVE THE GROUND

If only two passing lamps are fitted:

| | minimum 500 mm |
| --- | --- |

minimum 500 mm

| | maximum 1 200  mm |
| --- | --- |

maximum 1 200  mm

This distance may be increased to 1 500  mm, if the height of 1 200  mm cannot be observed due to the design, taking account of the conditions of use of the tractor and its working equipment;

6.2.3.2.1.

in the case of tractors equipped for the fitting of portable devices at the front, two passing lamps in addition to the lamps mentioned in paragraph 6.2.3.2 shall be allowed at a height not exceeding 3 000  mm if the electrical connections are such that two pairs of passing lamps cannot be switched on at the same time.

| 6.2.3.3. | LENGTH |
| --- | --- |

6.2.3.3.

LENGTH

As near to the front of the tractor as possible; however, the light emitted must not in any circumstances cause discomfort to the driver either directly or indirectly through the rear-view mirrors and/or other reflecting surfaces of the tractor.

| 6.2.4. | GEOMETRIC VISIBILITY |
| --- | --- |

6.2.4.

GEOMETRIC VISIBILITY

Defined by angles α and ß as specified in paragraph 2.10.

α= 15° upwards and 10° downwards,

β= 45° outwards and 5° inwards.

Within this field, virtually the whole of the apparent surface of the lamp must be visible.

The presence of partitions or other items of equipment near the headlamp shall not give rise to secondary effects causing discomfort to other road users.

| 6.2.5. | ALIGNMENT |
| --- | --- |

6.2.5.

ALIGNMENT

The alignment of the passing lamps must not vary according to the angle or lock of the steering.

6.2.5.1.

If the height of the passing lamps is equal to or greater than 500 mm and equal to or less than 1 200  mm, it must be possible to lower the passing beam by between 0,5 and 4 %;

6.2.5.2.

If the height of the passing lamps is greater than 1 200 but not greater than 1 500  mm, the limit of 4 % laid down in paragraph 6.2.5.1 shall be increased to 6 %; the passing lamps referred to in paragraph 6.2.3.2.1 must be aligned in such a way that, measured at 15 m from the lamp, the horizontal line separating the lit zone from the unlit zone is situated at a height equivalent to only half the distance between the ground and the centre of the lamp.

| 6.2.6. | MAY BE ‘GROUPED’ |
| --- | --- |

6.2.6.

MAY BE ‘GROUPED’

with the driving lamps and the other front lamps.

| 6.2.7. | MAY NOT BE ‘COMBINED’ |
| --- | --- |

6.2.7.

MAY NOT BE ‘COMBINED’

with any other lamp.

| 6.2.8. | MAY BE ‘RECIPROCALLY INCORPORATED’ |
| --- | --- |

6.2.8.

MAY BE ‘RECIPROCALLY INCORPORATED’

with the driving lamp, unless the latter lamp swivels according to the angle of lock of the steering;

with the other front lamps.

| 6.2.9. | ELECTRICAL CONNECTIONS |
| --- | --- |

6.2.9.

ELECTRICAL CONNECTIONS

The control for changing over to the passing beam shall switch off all driving lamps simultaneously.

The passing lamps may remain switched on at the same time as the driving beams.

| 6.2.10. | ‘CIRCUIT CLOSED’ TELL-TALE |
| --- | --- |

6.2.10.

‘CIRCUIT CLOSED’ TELL-TALE

Optional.

| 6.2.11. | OTHER REQUIREMENTS |
| --- | --- |

6.2.11.

OTHER REQUIREMENTS

The requirements of paragraph 5.5.2 shall not apply to the passing lamps.

Passing beam headlamps with light source(s) producing the principal dipped beam (as defined in Regulation No 48) and having a total objective luminous flux which exceeds 2 000 lumens are prohibited.

FRONT FOG LAMP

| 6.3.1. | NUMBER |
| --- | --- |

6.3.1.

NUMBER

Two.

| 6.3.2. | ARRANGEMENT |
| --- | --- |

6.3.2.

ARRANGEMENT

No individual specifications.

| 6.3.3. | POSITION IN: |
| --- | --- |

6.3.3.

POSITION IN:

| 6.3.3.1. | WIDTH |
| --- | --- |

6.3.3.1.

WIDTH

No individual specifications.

| 6.3.3.2. | HEIGHT |
| --- | --- |

6.3.3.2.

HEIGHT

No less than 250 mm above the ground.

No point on the illuminating surface shall be higher than the highest point on the illuminating surface of the passing lamp.

| 6.3.3.3. | LENGTH |
| --- | --- |

6.3.3.3.

LENGTH

As near to the front of the tractor as possible; however, the light emitted must not in any circumstances cause discomfort to the driver either directly or indirectly through the rear-view mirrors and/or other reflecting surfaces of the tractor.

| 6.3.4. | GEOMETRIC VISIBILITY |
| --- | --- |

6.3.4.

GEOMETRIC VISIBILITY

Defined by angles α and β as specified in paragraph 2.10.

α= 5° upwards and downwards;

β= 45° outwards and 5° inwards.

| 6.3.5. | ALIGNMENT |
| --- | --- |

6.3.5.

ALIGNMENT

The alignment of the front fog-lamps must not vary according to the angle of lock of the steering.

They must be directed forwards without causing undue dazzle or discomfort to oncoming drivers and other road users.

| 6.3.6. | MAY BE ‘GROUPED’ |
| --- | --- |

6.3.6.

MAY BE ‘GROUPED’

with other front lamps.

| 6.3.7. | MAY NOT BE ‘COMBINED’ |
| --- | --- |

6.3.7.

MAY NOT BE ‘COMBINED’

with other front lamps.

| 6.3.8. | MAY BE ‘RECIPROCALLY INCORPORATED’ |
| --- | --- |

6.3.8.

MAY BE ‘RECIPROCALLY INCORPORATED’

with driving lamps which do not swivel according to the angle of lock of the steering when there are four driving lamps;

with the front position (side) lamps and the parking lamps.

| 6.3.9. | ELECTRICAL CONNECTIONS |
| --- | --- |

6.3.9.

ELECTRICAL CONNECTIONS

It shall be possible to switch the fog lamps on or off independently of the driving lamps and passing lamps and vice versa.

| 6.3.10. | ‘CIRCUIT CLOSED’ TELL-TALE |
| --- | --- |

6.3.10.

‘CIRCUIT CLOSED’ TELL-TALE

Optional.

REVERSING LAMP

| 6.4.1. | NUMBER |
| --- | --- |

6.4.1.

NUMBER

One or two.

| 6.4.2. | ARRANGEMENT |
| --- | --- |

6.4.2.

ARRANGEMENT

No individual specifications.

| 6.4.3. | POSITION |
| --- | --- |

6.4.3.

POSITION

| 6.4.3.1. | HEIGHT |
| --- | --- |

6.4.3.1.

HEIGHT

Not less than 250 mm and not more than 1 200  mm above the ground.

| 6.4.3.2. | WIDTH |
| --- | --- |

6.4.3.2.

WIDTH

No individual specifications.

| 6.4.3.3. | LENGTH |
| --- | --- |

6.4.3.3.

LENGTH

No individual specifications.

| 6.4.4. | GEOMETRIC VISIBILITY |
| --- | --- |

6.4.4.

GEOMETRIC VISIBILITY

Defined by angles α and ß as specified in paragraph 2.10.

α= 15° upwards and 5° downwards;

β= 45° to right and to left if there is only one lamp;

β= 45° outwards and 30° inwards if there are two.

| 6.4.5. | ALIGNMENT |
| --- | --- |

6.4.5.

ALIGNMENT

Rearwards.

| 6.4.6. | MAY BE ‘GROUPED’ |
| --- | --- |

6.4.6.

MAY BE ‘GROUPED’

with any other rear lamp.

| 6.4.7. | MAY NOT BE ‘COMBINED’ |
| --- | --- |

6.4.7.

MAY NOT BE ‘COMBINED’

with other lamps.

| 6.4.8. | MAY NOT BE ‘RECIPROCALLY INCORPORATED’ |
| --- | --- |

6.4.8.

MAY NOT BE ‘RECIPROCALLY INCORPORATED’

with other lamps.

| 6.4.9. | ELECTRICAL CONNECTIONS |
| --- | --- |

6.4.9.

ELECTRICAL CONNECTIONS

It can only be lit up or remain alight if the reverse gear is engaged and if:

| | either the engine is running; |
| --- | --- |

either the engine is running;

| | or one of the devices controlling the starting and stopping of the engine is in such a position that operation of the engine is possible. |
| --- | --- |

or one of the devices controlling the starting and stopping of the engine is in such a position that operation of the engine is possible.

| 6.4.10. | TELL-TALE |
| --- | --- |

6.4.10.

TELL-TALE

Optional.

DIRECTION-INDICATOR LAMP (SEE DIAGRAMS, ANNEX 5).

| 6.5.1. | NUMBER |
| --- | --- |

6.5.1.

NUMBER

The number of devices shall be such that they can emit signals which correspond to one of the arrangements referred to in paragraph 6.5.2.

| 6.5.2. | ARRANGEMENT |
| --- | --- |

6.5.2.

ARRANGEMENT

| | ‘A’ Two front direction-indicator lamps (category 1),
  Two rear direction-indicator lamps (category 2).
  These lamps may be independent, grouped or combined. |
| --- | --- |

‘A’ Two front direction-indicator lamps (category 1),

Two rear direction-indicator lamps (category 2).

These lamps may be independent, grouped or combined.

| | ‘B’ Two front direction-indicator lamps (category 1),
  Two repeating side direction-indicator lamps (category 5),
  Two rear direction-indicator lamps (category 2).
  The front and repeating side lamps may be independent, grouped, or combined. |
| --- | --- |

‘B’ Two front direction-indicator lamps (category 1),

Two repeating side direction-indicator lamps (category 5),

Two rear direction-indicator lamps (category 2).

The front and repeating side lamps may be independent, grouped, or combined.

| | ‘C’ Two front direction-indicator lamps (category 1),
  Two rear direction-indicator lamps (category 2),
  Two repeating side indicator lamps (category 5) in certain cases as specified in paragraph 6.5.3.3. |
| --- | --- |

‘C’ Two front direction-indicator lamps (category 1),

Two rear direction-indicator lamps (category 2),

Two repeating side indicator lamps (category 5) in certain cases as specified in paragraph 6.5.3.3.

| | ‘D’ Two front direction-indicator lamps (category 1),
  Two rear direction-indicator lamps (category 2). |
| --- | --- |

‘D’ Two front direction-indicator lamps (category 1),

Two rear direction-indicator lamps (category 2).

Arrangement ‘A’ shall be allowed only on tractors whose overall length does not exceed 4,60 m and in the case of which the distance between the outer edges of the illuminating surfaces is not more than 1,60 m.

Arrangements ‘B’, ‘C’ and ‘D’ shall apply to all tractors.

The number, position and horizontal visibility of the indicator lamps shall be such that they can give indications corresponding to at least one of the arrangements defined below. The angles of visibility are hatched on the diagrams; the angles shown are minimum values which may be exceeded; all the angles of visibility are measured from the centre of the illuminating surface.

| 6.5.3. | POSITION |
| --- | --- |

6.5.3.

POSITION

| 6.5.3.1. | WIDTH |
| --- | --- |

6.5.3.1.

WIDTH

Except in the case of category 1 direction indicator lamps of arrangement ‘C’, the edge of the illuminating surface furthest from the median longitudinal plane of the tractor must not be more than 400 mm from the extreme outer edge of the tractor. The distance between the inner edges of the two illuminating surfaces of a pair of lamps shall be not less than 500 mm. For front direction-indicator lamps the illuminating surface should be not less than 40 mm from the illuminating surface of the passing lamps or front fog-lamps, if any.

A smaller distance is permitted if the luminous intensity in the reference axis of the direction-indicator lamp is equal to at least 400 cd.

| 6.5.3.2. | HEIGHT |
| --- | --- |

6.5.3.2.

HEIGHT

Above the ground.

| | not less than 500 mm for direction-indicator lamps in category 5, |
| --- | --- |

not less than 500 mm for direction-indicator lamps in category 5,

| | not less than 400 mm for direction-indicator lamps in categories 1 and 2, |
| --- | --- |

not less than 400 mm for direction-indicator lamps in categories 1 and 2,

| | normally not more than 1 900  mm from all categories. |
| --- | --- |

normally not more than 1 900  mm from all categories.

If the structure of the tractor makes it impossible to keep to this maximum figure, the highest point on the illuminating surface may be at 2 300  mm for direction-indicator lamps in category 5, for those in categories 1 and 2 of arrangement ‘A’ and for those in category 1 of arrangement ‘B’; it may be at 2 100  mm for those in categories 1 and 2 of the other arrangements.

| 6.5.3.3. | LENGTH |
| --- | --- |

6.5.3.3.

LENGTH

The distance between the centre of reference of the illuminating surface of the category 1 indicator (arrangement ‘B’) and the transverse plane which marks the forward boundary of the tractor’s overall length normally shall not exceed 1 800  mm. If the structure of the tractor makes it impossible to keep to the minimum angles of visibility, this distance may be increased to 2 600  mm.

In arrangement ‘C’, the category 5 indicators are only required where the longitudinal distance between the centres of reference of the categories 1 and 2 indicators exceeds 6 m.

| 6.5.4. | GEOMETRIC VISIBILITY |
| --- | --- |

6.5.4.

GEOMETRIC VISIBILITY

| | Horizontal angles: see arrangement diagrams.
  In arrangements ‘B’ and ‘C’, the value 5° given for the dead angle of visibility to the rear of the repeating side indicator should not be exceeded. This value may be increased to 10°, however, where it is impossible to adhere to the 5° limit.
  In arrangement ‘D’ the value 10° given for the inward angle of visibility of the front indicator may be reduced to 3° for tractors with an overall width not exceeding 1 400  mm. |
| --- | --- |

Horizontal angles: see arrangement diagrams.

In arrangements ‘B’ and ‘C’, the value 5° given for the dead angle of visibility to the rear of the repeating side indicator should not be exceeded. This value may be increased to 10°, however, where it is impossible to adhere to the 5° limit.

In arrangement ‘D’ the value 10° given for the inward angle of visibility of the front indicator may be reduced to 3° for tractors with an overall width not exceeding 1 400  mm.

| | Vertical angles: 15° above and below the horizontal.
  The vertical angle below the horizontal may be reduced to 10° in the case of side repeating direction-indicator lamps of arrangements ‘B’ and ‘C’ if their height is less than 1 900  mm. The same applies in the case of direction-indicator lamps in category 1 of arrangements ‘B’ and ‘D’. |
| --- | --- |

Vertical angles: 15° above and below the horizontal.

The vertical angle below the horizontal may be reduced to 10° in the case of side repeating direction-indicator lamps of arrangements ‘B’ and ‘C’ if their height is less than 1 900  mm. The same applies in the case of direction-indicator lamps in category 1 of arrangements ‘B’ and ‘D’.

| 6.5.5. | ALIGNMENT |
| --- | --- |

6.5.5.

ALIGNMENT

If individual specifications for installations are laid down by the manufacturer of the lamp they must be observed.

| 6.5.6. | MAY BE ‘GROUPED’ |
| --- | --- |

6.5.6.

MAY BE ‘GROUPED’

with one or more lamps, which may not be concealed.

| 6.5.7. | MAY NOT BE ‘COMBINED’ |
| --- | --- |

6.5.7.

MAY NOT BE ‘COMBINED’

with another lamp, save in accordance with the arrangements referred to in paragraph 6.5.2.

| 6.5.8. | MAY BE ‘RECIPROCALLY INCORPORATED’ |
| --- | --- |

6.5.8.

MAY BE ‘RECIPROCALLY INCORPORATED’

with a parking lamp only, but solely in the case of direction-indicator lamps in category 5.

| 6.5.9. | ELECTRICAL CONNECTIONS |
| --- | --- |

6.5.9.

ELECTRICAL CONNECTIONS

Direction-indicator lamps shall switch on independently of the other lamps. All direction-indicator lamps on one side of a tractor shall be switched on and off by means of one control and shall flash in phase.

| 6.5.10. | OPERATING TELL-TALE |
| --- | --- |

6.5.10.

OPERATING TELL-TALE

Mandatory for all direction-indicator lamps not directly visible to the driver. It may be optical or auditory or both.

If it is optical, it shall be a flashing light which, in the event of the malfunction of any of the direction-indicator lamps other than the repeating side direction-indicator lamps, is either extinguished, or remains alight without flashing, or shows a marked change of frequency. If it is entirely auditory, it shall be clearly audible and shall show a marked change of frequency in the event of any malfunction.

If a tractor is equipped to tow a trailer, it must be equipped with a special optical operational tell-tale for the direction indicator lamps on the trailer unless the tell-tale of the drawing vehicle allows the failure of any one of the direction-indicator lamps on the tractor combination thus formed to be detected.

| 6.5.11. | OTHER REQUIREMENTS |
| --- | --- |

6.5.11.

OTHER REQUIREMENTS

The lamps shall be a flashing lamp flashing 90 ± 30 times per minute. Operation of the light-signal control shall be followed within not more than one second by the appearance of the light and within not more than one and one-half seconds by the first extinction.

If a tractor is authorised to tow a trailer, the control of the direction-indicators on the tractor shall also operate the indicators of the trailer.

In the event of failure, other than a short circuit, of one direction-indicator, the others must continue to flash but the frequency under this condition may be different from that specified.

HAZARD WARNING SIGNAL

| 6.6.1. | NUMBER |
| --- | --- |

6.6.1.

NUMBER

As specified in the corresponding headings of paragraph 6.5.

| 6.6.2. | ARRANGEMENT |
| --- | --- |

6.6.2.

ARRANGEMENT

| 6.6.3. | POSITION |
| --- | --- |

6.6.3.

POSITION

| 6.6.3.1. | WIDTH |
| --- | --- |

6.6.3.1.

WIDTH

| 6.6.3.2. | HEIGHT |
| --- | --- |

6.6.3.2.

HEIGHT

| 6.6.3.3 | LENGTH |
| --- | --- |

6.6.3.3

LENGTH

| 6.6.4. | GEOMETRIC VISIBILITY |
| --- | --- |

6.6.4.

GEOMETRIC VISIBILITY

| 6.6.5. | ALIGNMENT |
| --- | --- |

6.6.5.

ALIGNMENT

| 6.6.6. | MAY/MAY NOT BE ‘GROUPED’ |
| --- | --- |

6.6.6.

MAY/MAY NOT BE ‘GROUPED’

| 6.6.7. | MAY/MAY NOT BE ‘COMBINED’ |
| --- | --- |

6.6.7.

MAY/MAY NOT BE ‘COMBINED’

| 6.6.8. | MAY/MAY NOT BE ‘RECIPROCALLY INCORPORATED’ |
| --- | --- |

6.6.8.

MAY/MAY NOT BE ‘RECIPROCALLY INCORPORATED’

| 6.6.9. | ELECTRICAL CONNECTIONS |
| --- | --- |

6.6.9.

ELECTRICAL CONNECTIONS

The signal shall be operated by-means of a separate control enabling all the direction-indicator lamps to function in phase.

| 6.6.10. | CIRCUIT-CLOSED TELL-TALE |
| --- | --- |

6.6.10.

CIRCUIT-CLOSED TELL-TALE

Flashing warning light, which can operate in conjunction with the tell-tale(s) specified in paragraph 6.5.10.

| 6.6.11. | OTHER REQUIREMENTS |
| --- | --- |

6.6.11.

OTHER REQUIREMENTS

As specified in paragraph 6.5.11. If a tractor is equipped to tow a trailer the hazard-warning signal control must also be capable of activating the direction-indicator lamps on the trailer. The hazard-warning signal must be able to function even if the device which starts or stops the engine is in a position which makes it impossible to start the engine.

STOP LAMP

| 6.7.1. | NUMBER |
| --- | --- |

6.7.1.

NUMBER

Two.

| 6.7.2. | ARRANGEMENT |
| --- | --- |

6.7.2.

ARRANGEMENT

No individual specifications.

| 6.7.3. | POSITION |
| --- | --- |

6.7.3.

POSITION

| 6.7.3.1. | WIDTH |
| --- | --- |

6.7.3.1.

WIDTH

Not less than 500 mm apart. This distance may be reduced to 400 mm if the overall width of the tractor is less than 1 400  mm.

| 6.7.3.2. | HEIGHT |
| --- | --- |

6.7.3.2.

HEIGHT

Above the ground: not less than 400 mm and not more than 1 900  mm, or not more than 2 100  mm if the structure of the vehicle makes it impossible to keep within 1 900  mm.

| 6.7.3.3. | LENGTH |
| --- | --- |

6.7.3.3.

LENGTH

No individual specification.

| 6.7.4. | GEOMETRIC VISIBILITY |
| --- | --- |

6.7.4.

GEOMETRIC VISIBILITY

Horizontal angle: 45° outwards and inwards.

Vertical angle: 15° above and below the horizontal.

The vertical angle below the horizontal may be reduced to 10° if the lamp is situated less than 1 500  mm above ground, to 5° in the case of lamps less than 750 mm above the ground.

| 6.7.5. | ALIGNMENT |
| --- | --- |

6.7.5.

ALIGNMENT

Towards the rear of the vehicle.

| 6.7.6. | MAY BE ‘GROUPED’ |
| --- | --- |

6.7.6.

MAY BE ‘GROUPED’

with one or more other rear lamps.

| 6.7.7. | MAY NOT BE ‘COMBINED’ |
| --- | --- |

6.7.7.

MAY NOT BE ‘COMBINED’

with another lamp.

| 6.7.8. | MAY BE ‘RECIPROCALLY INCORPORATED’ |
| --- | --- |

6.7.8.

MAY BE ‘RECIPROCALLY INCORPORATED’

with the rear position (side) lamp and the parking lamp.

| 6.7.9. | ELECTRICAL CONNECTIONS |
| --- | --- |

6.7.9.

ELECTRICAL CONNECTIONS

shall light up when the service brake is applied.

| 6.7.10. | OPERATIONAL TELL-TALE |
| --- | --- |

6.7.10.

OPERATIONAL TELL-TALE

Optional. If fitted, it shall be a non-flashing warning lamp which comes on in the event of the malfunctioning of the stop lamps.

| 6.7.11. | OTHER REQUIREMENTS |
| --- | --- |

6.7.11.

OTHER REQUIREMENTS

The luminous intensity of the stop lamps shall be markedly greater than that of the rear position (side) lamps.

FRONT POSITION (SIDE) LAMP

| 6.8.1. | NUMBER |
| --- | --- |

6.8.1.

NUMBER

Two or four (see paragraph 6.8.3.2).

| 6.8.2 | ARRANGEMENT |
| --- | --- |

6.8.2

ARRANGEMENT

No individual specifications

| 6.8.3. | POSITION |
| --- | --- |

6.8.3.

POSITION

| 6.8.3.1. | WIDTH |
| --- | --- |

6.8.3.1.

WIDTH

That point on the illuminating surface which is farthest from the tractor’s median longitudinal plane shall be not more than 400 mm from the extreme outer edge of the vehicle.

The clearance between the respective inner edges of the two illuminating surfaces shall be not less than 500 mm.

| 6.8.3.2. | HEIGHT |
| --- | --- |

6.8.3.2.

HEIGHT

Above the ground, not less than 400 mm, not more than 1 900  mm or not more than 2 100  mm if the shape of the bodywork makes it impossible to keep within the 1 900 prescribed above.

In the case of tractors equipped for the fitting of portable devices at the front, which may obscure the mandatory front position (side) lamps, two additional front position (side) lamps may be fitted at a height not exceeding 3 000  mm.

| 6.8.3.3. | LENGTH |
| --- | --- |

6.8.3.3.

LENGTH

No specifications provided that the lamps are aligned forwards and the angles of geometrical visibility specified in paragraph 6.8.4 are complied with.

| 6.8.4. | GEOMETRIC VISIBILITY |
| --- | --- |

6.8.4.

GEOMETRIC VISIBILITY

| | Horizontal angle
  For the two front position (side) lamps: 10° inwards and 80° outwards. However, the angle of 10° inwards may be reduced to 5° if the shape of the bodywork makes it impossible to keep to 10°. For tractors with any overall width not exceeding 1 400  mm this angle may be reduced to 3° if the shape of the bodywork makes it impossible to keep to 10°. |
| --- | --- |

Horizontal angle

For the two front position (side) lamps: 10° inwards and 80° outwards. However, the angle of 10° inwards may be reduced to 5° if the shape of the bodywork makes it impossible to keep to 10°. For tractors with any overall width not exceeding 1 400  mm this angle may be reduced to 3° if the shape of the bodywork makes it impossible to keep to 10°.

| | Vertical angle
  15° above and below the horizontal. The vertical angle below the horizontal may be reduced to 10° if the height of the lamp above the ground is less than 1 900  mm, and to 5° if this height is less than 750 mm. |
| --- | --- |

Vertical angle

15° above and below the horizontal. The vertical angle below the horizontal may be reduced to 10° if the height of the lamp above the ground is less than 1 900  mm, and to 5° if this height is less than 750 mm.

| 6.8.5. | ALIGNMENT |
| --- | --- |

6.8.5.

ALIGNMENT

Towards the front.

| 6.8.6. | MAY BE ‘GROUPED’ |
| --- | --- |

6.8.6.

MAY BE ‘GROUPED’

with any other front lamp.

| 6.8.7. | MAY NOT BE ‘COMBINED’ |
| --- | --- |

6.8.7.

MAY NOT BE ‘COMBINED’

with other lamps.

| 6.8.8. | MAY BE ‘RECIPROCALLY INCORPORATED’ |
| --- | --- |

6.8.8.

MAY BE ‘RECIPROCALLY INCORPORATED’

with any other front lamps.

| 6.8.9. | ELECTRICAL CONNECTIONS |
| --- | --- |

6.8.9.

ELECTRICAL CONNECTIONS

No individual specifications.

| 6.8.10. | TELL-TALE |
| --- | --- |

6.8.10.

TELL-TALE

Mandatory. This tell-tale shall be non-flashing. It shall not be required if the instrument panel lighting can only be turned on simultaneously with the front position (side) lamps.

REAR POSITION (SIDE) LAMP

| 6.9.1. | NUMBER |
| --- | --- |

6.9.1.

NUMBER

Two.

| 6.9.2. | ARRANGEMENT |
| --- | --- |

6.9.2.

ARRANGEMENT

No individual specifications.

| 6.9.3. | POSITION |
| --- | --- |

6.9.3.

POSITION

| 6.9.3.1. | WIDTH |
| --- | --- |

6.9.3.1.

WIDTH

That point on the illuminating surface which is farthest from the tractor’s median longitudinal plane shall be not more than 400 mm from the extreme outer edge of the tractor.

The distance between the inner edges of the two illuminating surfaces shall be not less than 500 mm. This distance may be reduced to 400 mm where the overall width of the tractor is less than 1 400  mm.

| 6.9.3.2. | HEIGHT |
| --- | --- |

6.9.3.2.

HEIGHT

Above the ground not less than 400 mm and not more than 1 900  mm (in exceptional cases not more than 2 100  mm if it is impossible to keep within 1 900  mm).

| 6.9.3.3. | LENGTH |
| --- | --- |

6.9.3.3.

LENGTH

No individual specification.

| 6.9.4. | GEOMETRIC VISIBILITY |
| --- | --- |

6.9.4.

GEOMETRIC VISIBILITY

| | Horizontal angle
  For the two rear position (side) lamps: | either 45° inwards and 80° outwards, |
| --- | --- | --- |

Horizontal angle

For the two rear position (side) lamps:

either 45° inwards and 80° outwards,

| | or 80° inwards and 45° outwards. |
| --- | --- |

or 80° inwards and 45° outwards.

| | Vertical angle
  15° above and below the horizontal. The angle below the horizontal may be reduced to 10° if the height of the lamp above the ground is less than 1 500  mm, and to 5° if this height is less than 750 mm. |
| --- | --- |

Vertical angle

15° above and below the horizontal. The angle below the horizontal may be reduced to 10° if the height of the lamp above the ground is less than 1 500  mm, and to 5° if this height is less than 750 mm.

| 6.9.5. | ALIGNMENT |
| --- | --- |

6.9.5.

ALIGNMENT

Towards the rear.

| 6.9.6. | MAY BE ‘GROUPED’ |
| --- | --- |

6.9.6.

MAY BE ‘GROUPED’

with any other rear lamp.

| 6.9.7. | MAY BE ‘COMBINED’ |
| --- | --- |

6.9.7.

MAY BE ‘COMBINED’

with the rear registration-plate lamp.

| 6.9.8. | MAY BE ‘RECIPROCALLY INCORPORATED’ |
| --- | --- |

6.9.8.

MAY BE ‘RECIPROCALLY INCORPORATED’

with the stop lamps, the rear fog-lamp or the parking lamp.

| 6.9.9. | ELECTRICAL CONNECTIONS |
| --- | --- |

6.9.9.

ELECTRICAL CONNECTIONS

No individual specifications.

| 6.9.10. | ‘CIRCUIT CLOSED’ TELL-TALE |
| --- | --- |

6.9.10.

‘CIRCUIT CLOSED’ TELL-TALE

Must be combined with that of the front position (side) lamps. This tell-tale shall be non-flashing. It shall not be required if the instrument panel lighting can only be turned on simultaneously with the front (side) position lamp.

REAR FOG-LAMP

| 6.10.1. | NUMBER |
| --- | --- |

6.10.1.

NUMBER

One or two.

| 6.10.2. | ARRANGEMENT |
| --- | --- |

6.10.2.

ARRANGEMENT

This must satisfy the conditions of geometric visibility.

| 6.10.3. | POSITION |
| --- | --- |

6.10.3.

POSITION

| 6.10.3.1. | WIDTH |
| --- | --- |

6.10.3.1.

WIDTH

If there is only one rear fog lamp, it must be in the median longitudinal plane of the tractor, or on the opposite side of the median longitudinal plane to the direction of traffic prescribed in the country of registration. In all cases the distance between the rear fog-lamp and the stop lamp shall be more than 100 mm.

| 6.10.3.2. | HEIGHT |
| --- | --- |

6.10.3.2.

HEIGHT

Above the ground, not less than 250 mm, not more than 1 900  mm, or not more than 2 100  mm if the shape of the bodywork makes it impossible to keep within 1 900  mm.

| 6.10.3.3. | LENGTH |
| --- | --- |

6.10.3.3.

LENGTH

No individual specification.

| 6.10.4. | GEOMETRIC VISIBILITY |
| --- | --- |

6.10.4.

GEOMETRIC VISIBILITY

Horizontal angle: 25° inwards and outwards.

Vertical angle: 5° above and below the horizontal.

| 6.10.5. | ALIGNMENT |
| --- | --- |

6.10.5.

ALIGNMENT

Towards the rear.

| 6.10.6. | MAY BE ‘GROUPED’ |
| --- | --- |

6.10.6.

MAY BE ‘GROUPED’

with any other rear lamp.

| 6.10.7. | MAY NOT BE ‘COMBINED’ |
| --- | --- |

6.10.7.

MAY NOT BE ‘COMBINED’

with other lamps.

| 6.10.8. | MAY BE ‘RECIPROCALLY INCORPORATED’ |
| --- | --- |

6.10.8.

MAY BE ‘RECIPROCALLY INCORPORATED’

with the rear position (side) lamps or the parking lamp.

| 6.10.9. | ELECTRICAL CONNECTIONS |
| --- | --- |

6.10.9.

ELECTRICAL CONNECTIONS

These must be such that the rear fog-lamp can operate only when the passing lamps or driving lamps and front fog-lamps or a combination of these are switched on. They must be such that when the rear fog-lamp is switched on it is capable of operating together with the driving lamps, the passing lamps and the front fog-lamps. When the rear fog-lamp is switched on, operating the driving or passing lamps control shall not extinguish the rear fog-lamp.

If the front fog-lamps exist, the extinguishing of the rear fog-lamp must be possible independently from that of the front fog-lamps.

| 6.10.10. | ‘CIRCUIT CLOSED’ TELL-TALE |
| --- | --- |

6.10.10.

‘CIRCUIT CLOSED’ TELL-TALE

Mandatory. An independent, fixed-intensity signal light.

PARKING LAMP

| 6.11.1. | NUMBER |
| --- | --- |

6.11.1.

NUMBER

Dependent upon the arrangement.

| 6.11.2. | ARRANGEMENT |
| --- | --- |

6.11.2.

ARRANGEMENT

either two front lamps and two rear lamps, or one lamp on each side.

| 6.11.3. | POSITION |
| --- | --- |

6.11.3.

POSITION

| 6.11.3.1. | WIDTH |
| --- | --- |

6.11.3.1.

WIDTH

That point on the illuminating surface which is farthest from the tractor’s median longitudinal plane shall not be more than 400 mm from the extreme outer edge of the tractor. Furthermore, in the case of a pair of lamps, the lamps must be symmetrical to the median longitudinal plane of the tractor.

| 6.11.3.2. | HEIGHT |
| --- | --- |

6.11.3.2.

HEIGHT

Above the ground, not less than 400 mm and not more than 1 900  mm (not more than 2 100  mm if the design of the bodywork makes it impossible to keep within 1 900  mm).

| 6.11.3.3. | LENGTH |
| --- | --- |

6.11.3.3.

LENGTH

No individual specifications.

| 6.11.4. | GEOMETRIC VISIBILITY |
| --- | --- |

6.11.4.

GEOMETRIC VISIBILITY

Horizontal angle: 45° outwards, towards the front and towards the rear.

Vertical angle: 15° above and below the horizontal.

The vertical angle below the horizontal may be reduced to 10° if the height of the lamp above the ground is less than 1 900  mm; and to 5° if this height is less than 750 mm.

| 6.11.5. | ALIGNMENT |
| --- | --- |

6.11.5.

ALIGNMENT

Such that the lamps meet the requirements concerning visibility towards the front and towards the rear.

| 6.11.6. | MAY BE ‘GROUPED’ |
| --- | --- |

6.11.6.

MAY BE ‘GROUPED’

with any other lamp.

| 6.11.7. | MAY NOT BE ‘COMBINED’ |
| --- | --- |

6.11.7.

MAY NOT BE ‘COMBINED’

with other lamps.

| 6.11.8. | MAY BE ‘RECIPROCALLY INCORPORATED’ |
| --- | --- |

6.11.8.

MAY BE ‘RECIPROCALLY INCORPORATED’

at the front with the front position (side) lamps, the passing lamps, the driving lamps and the front fog-lamps,

at the rear, with the rear position (side) lamps, the stop lamps and the rear fog-lamps.

with the direction indicator lamps in category 5.

| 6.11.9. | ELECTRICAL CONNECTIONS |
| --- | --- |

6.11.9.

ELECTRICAL CONNECTIONS

The connections must allow the parking lamp(s) on the same side of the tractor to be lit independently of any other lamps.

| 6.11.10. | TELL-TALE |
| --- | --- |

6.11.10.

TELL-TALE

Optional. If there is one, it must not be possible to confuse it with the tell-tale for the position (side) lamps.

| 6.11.11. | OTHER REQUIREMENTS |
| --- | --- |

6.11.11.

OTHER REQUIREMENTS

The function of this lamp may also be performed by the simultaneous switching on of the front and rear position (side) lamps on one side of the tractor.

END-OUTLINE MARKER LAMP

| 6.12.1. | NUMBER |
| --- | --- |

6.12.1.

NUMBER

Two visible from the front and two visible from the rear.

| 6.12.2. | ARRANGEMENT |
| --- | --- |

6.12.2.

ARRANGEMENT

No individual specifications.

| 6.12.3. | POSITION |
| --- | --- |

6.12.3.

POSITION

| 6.12.3.1. | WIDTH |
| --- | --- |

6.12.3.1.

WIDTH

As close as possible to the extreme outer edge of the tractor.

| 6.12.3.2. | HEIGHT |
| --- | --- |

6.12.3.2.

HEIGHT

At the greatest height compatible with the required position in width and with symmetry of the lamps.

| 6.12.3.3. | LENGTH |
| --- | --- |

6.12.3.3.

LENGTH

No individual specification.

| 6.12.4. | GEOMETRIC VISIBILITY |
| --- | --- |

6.12.4.

GEOMETRIC VISIBILITY

Horizontal angle: 80° outwards.

Vertical angle: 5° above and 20° below the horizontal.

| 6.12.5. | ALIGNMENT |
| --- | --- |

6.12.5.

ALIGNMENT

Such that the lamps meet the requirements concerning visibility towards the front and towards the rear.

| 6.12.6. | MAY NOT BE ‘GROUPED’ |
| --- | --- |

6.12.6.

MAY NOT BE ‘GROUPED’

| 6.12.7. | MAY NOT BE ‘COMBINED’ |
| --- | --- |

6.12.7.

MAY NOT BE ‘COMBINED’

with other lamps.

| 6.12.8. | MAY NOT BE ‘RECIPROCALLY INCORPORATED’ |
| --- | --- |

6.12.8.

MAY NOT BE ‘RECIPROCALLY INCORPORATED’

| 6.12.9. | ELECTRICAL CONNECTIONS |
| --- | --- |

6.12.9.

ELECTRICAL CONNECTIONS

No individual specifications.

| 6.12.10. | TELL-TALE |
| --- | --- |

6.12.10.

TELL-TALE

Mandatory

| 6.12.11. | OTHER REQUIREMENTS |
| --- | --- |

6.12.11.

OTHER REQUIREMENTS

Subject to all the other conditions being met, the lamp visible from in front and the lamp visible from the rear, on the same side of the tractor, may be included in one device. The position of an end-outline marker lamp in relation to the corresponding position (side) lamp shall be such that the distance between the projections on a transverse vertical plane of the points nearest to one another of the illuminating surfaces of the two lamps considered is not less than 200 mm.

WORK LAMP

| 6.13.1. | NUMBER |
| --- | --- |

6.13.1.

NUMBER

| 6.13.2. | ARRANGEMENT |
| --- | --- |

6.13.2.

ARRANGEMENT

| 6.13.3. | POSITION |
| --- | --- |

6.13.3.

POSITION

No individual specifications.

| 6.13.4. | GEOMETRIC VISIBILITY |
| --- | --- |

6.13.4.

GEOMETRIC VISIBILITY

| 6.13.5. | ALIGNMENT |
| --- | --- |

6.13.5.

ALIGNMENT

| 6.13.6. | MAY NOT BE ‘GROUPED’ |
| --- | --- |

6.13.6.

MAY NOT BE ‘GROUPED’

| 6.13.7. | MAY NOT BE ‘COMBINED’ |
| --- | --- |

6.13.7.

MAY NOT BE ‘COMBINED’

with another lamp.

| 6.13.8. | MAY NOT BE ‘RECIPROCALLY INCORPORATED’ |
| --- | --- |

6.13.8.

MAY NOT BE ‘RECIPROCALLY INCORPORATED’

| 6.13.9. | ELECTRICAL CONNECTIONS |
| --- | --- |

6.13.9.

ELECTRICAL CONNECTIONS

This lamp may be operated independently of all other lamps.

| 6.13.10. | TELL-TALE |
| --- | --- |

6.13.10.

TELL-TALE

Mandatory.

REAR RETRO REFLECTOR, NON-TRIANGULAR

| 6.14.1. | NUMBER |
| --- | --- |

6.14.1.

NUMBER

Two or four.

| 6.14.2. | ARRANGEMENT |
| --- | --- |

6.14.2.

ARRANGEMENT

No individual specifications.

| 6.14.3. | POSITION |
| --- | --- |

6.14.3.

POSITION

| 6.14.3.1. | WIDTH |
| --- | --- |

6.14.3.1.

WIDTH

Except as provided in paragraph 6.14.4.1 the point on the illuminating surface which is farthest from the tractor’s median longitudinal plane shall be not more than 400 mm from the extreme outer edge of the tractor. The inner edges of the reflex reflectors shall be not less than 600 mm apart. This distance may be reduced to 400 mm where the overall width of the tractor is less than 1 300  mm.

| 6.14.3.2. | HEIGHT |
| --- | --- |

6.14.3.2.

HEIGHT

Except as provided in paragraph 6.14.4.1, not less than 400 mm and not more than 900 mm above the ground. However, the upper limit may be increased to not more than 1 200  mm if it is impossible to keep within the height of 900 mm without having to use fixing devices liable to be easily damaged or bent.

| 6.14.3.3. | LENGTH |
| --- | --- |

6.14.3.3.

LENGTH

No individual specifications.

| 6.14.4. | GEOMETRIC VISIBILITY |
| --- | --- |

6.14.4.

GEOMETRIC VISIBILITY

| | Horizontal angle. 30° inwards and outwards. |
| --- | --- |

Horizontal angle. 30° inwards and outwards.

| | Vertical angle. 15° above and below the horizontal.
  The vertical angle below the horizontal may be reduced to 5° if the height of the reflector is less than 750 mm. |
| --- | --- |

Vertical angle. 15° above and below the horizontal.

The vertical angle below the horizontal may be reduced to 5° if the height of the reflector is less than 750 mm.

6.14.4.1.

If it is impossible to observe the above position and visibility requirements, four retro reflectors may be fitted in accordance with the following installation specifications:

6.14.4.1.1.

Two retro reflectors must keep within the maximum height of 900 mm above the ground. However, this upper limit may be increased to not more than 1 200  mm if it is impossible to keep within the height of 900 mm without having to use fixing devices liable to be easily damaged or bent.

A distance of at least 300 mm between the interior edges of the reflectors must be observed, and they must have a vertical angle of visibility above the horizontal of 15°.

6.14.4.1.2.

The other two shall keep within a maximum height of 2 100  mm above the ground and shall be bound by the requirements of paragraph 6.14.3.1.

| 6.14.5. | ALIGNMENT |
| --- | --- |

6.14.5.

ALIGNMENT

Towards the rear.

| 6.14.6. | MAY BE ‘GROUPED’ |
| --- | --- |

6.14.6.

MAY BE ‘GROUPED’

With any other lamp.

| 6.14.7. | OTHER REQUIREMENTS |
| --- | --- |

6.14.7.

OTHER REQUIREMENTS

The illuminating surface of the retro reflector may have parts in common with that of any other rear lamp.

SIDE RETRO REFLECTORS, NON-TRIANGULAR

| 6.15.1. | NUMBER |
| --- | --- |

6.15.1.

NUMBER

Two or four.

| 6.15.2. | ARRANGEMENT |
| --- | --- |

6.15.2.

ARRANGEMENT

One or two each side of tractor where over-all length of tractor s 6 m. Two each side of tractor where over-all length of tractor > 6 m. The reflecting surface must be mounted in a vertical plane (maximum deviation 10°) parallel to the longitudinal axis of the vehicle.

| 6.15.3. | POSITION |
| --- | --- |

6.15.3.

POSITION

| 6.15.3.1. | WIDTH |
| --- | --- |

6.15.3.1.

WIDTH

No individual specification.

| 6.15.3.2. | HEIGHT |
| --- | --- |

6.15.3.2.

HEIGHT

Not less than 400 mm and not more than 900 mm above the ground. However, the upper limit may be increased to not more than 1 200  mm if it is impossible to keep within the height of 900 mm without having to use fixing devices liable to be easily damaged or bent.

| 6.15.3.3. | LENGTH |
| --- | --- |

6.15.3.3.

LENGTH

One reflector must be not more than 3 m from the foremost point of the tractor, and either the same reflector or a second reflector must be not more than 3 m from the rearmost point of the tractor.

The distance between two reflectors on the same side of the tractor must not exceed 6 m.

| 6.15.4. | GEOMETRIC VISIBILITY |
| --- | --- |

6.15.4.

GEOMETRIC VISIBILITY

| | Horizontal angle. 20° forwards and rearwards. |
| --- | --- |

Horizontal angle. 20° forwards and rearwards.

| | Vertical angle. 10° above and below the horizontal. |
| --- | --- |

Vertical angle. 10° above and below the horizontal.

The vertical angle below the horizontal may be reduced to 5° if the height of the reflector is less than 750 mm.

REAR REGISTRATION PLATE LAMP

| 6.16.1. | NUMBER |
| --- | --- |

6.16.1.

NUMBER

Such that the device is able to illuminate the site of the registration plate

| 6.16.2. | ARRANGEMENT |
| --- | --- |

6.16.2.

ARRANGEMENT

| 6.16.3. | POSITION |
| --- | --- |

6.16.3.

POSITION

| 6.16.3.1. | WIDTH |
| --- | --- |

6.16.3.1.

WIDTH

| 6.16.3.2. | HEIGHT |
| --- | --- |

6.16.3.2.

HEIGHT

| 6.16.3.3. | LENGTH |
| --- | --- |

6.16.3.3.

LENGTH

| 6.16.4. | GEOMETRIC VISIBILITY |
| --- | --- |

6.16.4.

GEOMETRIC VISIBILITY

| 6.16.5. | ALIGNMENT |
| --- | --- |

6.16.5.

ALIGNMENT

| 6.16.6. | MAY BE ‘GROUPED’ |
| --- | --- |

6.16.6.

MAY BE ‘GROUPED’

with one or more rear lamps.

| 6.16.7. | MAY BE ‘COMBINED’ |
| --- | --- |

6.16.7.

MAY BE ‘COMBINED’

with the rear position (side) lamps.

| 6.16.8. | MAY NOT BE ‘RECIPROCALLY INCORPORATED’ |
| --- | --- |

6.16.8.

MAY NOT BE ‘RECIPROCALLY INCORPORATED’

with any other lamp.

| 6.16.9. | TELL-TALE |
| --- | --- |

6.16.9.

TELL-TALE

Optional. If provided, its function shall be performed by the tell-tale prescribed for the front and rear position (side) lamps.

| 6.16.10. | ELECTRICAL CONNECTIONS |
| --- | --- |

6.16.10.

ELECTRICAL CONNECTIONS

The device shall light up only at the same time as the rear position (side) lamps.

7.   MODIFICATION AND EXTENSION OF APPROVAL OF THE VEHICLE TYPE OR OF THE INSTALLATION OF ITS LIGHTING AND LIGHT-SIGNALLING DEVICES

| 7.1. | Every modification of the vehicle type, or of the installation of its lighting or light-signalling devices, or of the list referred to in paragraph 3.2.2 above, shall be communicated to the administrative department which approved that vehicle type. The department may then either:






  7.1.1. | consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case the vehicle still meets the requirements; or |
| --- | --- | --- |

7.1.

Every modification of the vehicle type, or of the installation of its lighting or light-signalling devices, or of the list referred to in paragraph 3.2.2 above, shall be communicated to the administrative department which approved that vehicle type. The department may then either:

7.1.1.

consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case the vehicle still meets the requirements; or

| 7.1.2. | require a further test report from the technical service responsible for conducting the tests. |
| --- | --- |

7.1.2.

require a further test report from the technical service responsible for conducting the tests.

| 7.2. | Confirmation or refusal of approval, specifying the alterations, shall be communicated by the procedure specified in paragraph 4.3 above to the Parties to the Agreement applying this Regulation. |
| --- | --- |

7.2.

Confirmation or refusal of approval, specifying the alterations, shall be communicated by the procedure specified in paragraph 4.3 above to the Parties to the Agreement applying this Regulation.

| 7.3. | The competent authority issuing the extension of approval shall assign a series number for such an extension and inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in Annex 1 to this Regulation. |
| --- | --- |

7.3.

The competent authority issuing the extension of approval shall assign a series number for such an extension and inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in Annex 1 to this Regulation.

8.   CONFORMITY OF PRODUCTION

| 8.1. | Every vehicle bearing an approval mark as prescribed by this Regulation shall conform, as regards the installation of lighting and light-signalling devices and their characteristics, to the vehicle type approved. |
| --- | --- |

8.1.

Every vehicle bearing an approval mark as prescribed by this Regulation shall conform, as regards the installation of lighting and light-signalling devices and their characteristics, to the vehicle type approved.

| 8.2. | In order to verify conformity as prescribed in paragraph 8.1 above, a sufficient number of random checks shall be made on serially manufactured vehicles bearing the approval mark required by this Regulation. |
| --- | --- |

8.2.

In order to verify conformity as prescribed in paragraph 8.1 above, a sufficient number of random checks shall be made on serially manufactured vehicles bearing the approval mark required by this Regulation.

9.   PENALTIES FOR NON-CONFORMITY OF PRODUCTION

| 9.1. | The approval granted in respect of a vehicle type pursuant to this Regulation may be withdrawn if the requirements laid down in paragraph 8.1 above are not complied with or if the vehicle or vehicles taken fail to pass the tests prescribed in paragraph 8 above. |
| --- | --- |

9.1.

The approval granted in respect of a vehicle type pursuant to this Regulation may be withdrawn if the requirements laid down in paragraph 8.1 above are not complied with or if the vehicle or vehicles taken fail to pass the tests prescribed in paragraph 8 above.

| 9.2. | If a Party to the Agreement applying this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation, by means of a communication form conforming to the model in Annex 1 to this Regulation. |
| --- | --- |

9.2.

If a Party to the Agreement applying this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation, by means of a communication form conforming to the model in Annex 1 to this Regulation.

10.   PRODUCTION DEFINITELY DISCONTINUED

If the holder of the approval completely ceases to manufacture a type of vehicle under the Regulation, he shall inform thereof the authority which granted the approval. Upon receiving the relevant communication that authority shall inform the other Contracting Parties which apply this Regulation thereof, by means of a communication form conforming to the model in Annex 1 to this Regulation.

11.   NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING APPROVAL TESTS, AND OF ADMINISTRATIVE DEPARTMENTS

The Parties to the Agreement applying this Regulation shall communicate to the United Nations Secretariat the names and addresses of the technical services responsible for conducting approval tests and of the administrative departments which grant approval and to which forms certifying approval or extension or refusal or withdrawal of approval or production definitely discontinued, issued in other countries, are to be sent.

---

(1)  As defined in Annex 7 to the Consolidated Resolution on the Construction of Vehicles (R.E.3), (document TRANS/WP.29/78/Rev.1/Amend.2 as last amended by Amend.4).

1

(2)  1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for Belgium, 7 for Hungary, 8 for the Czech Republic, 9 for Spain, 10 for Serbia, 11 for the United Kingdom, 12 for Austria, 13 for Luxembourg, 14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 20 for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 24 for Ireland, 25 for Croatia, 26 for Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria, 35 (vacant), 36 for Lithuania, 37 for Turkey, 38 (vacant), 39 for Azerbaijan, 40 for the former Yugoslav Republic of Macedonia, 41 (vacant), 42 for the European Community (Approvals are granted by its Member States using their respective ECE symbol), 43 for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine, 47 for South Africa, 48 for New Zealand, 49 for Cyprus, 50 for Malta, 51 for the Republic of Korea, 52 for Malaysia, 53 for Thailand, 54 and 55 (vacant) and 56 for Montenegro. Subsequent numbers shall be assigned to other countries in the chronological order in which they ratify or accede to the Agreement concerning the Adoption of Uniform Conditions of Approval and Reciprocal Recognition of Approval for Motor Vehicle Equipment and Parts, and the numbers thus assigned shall be communicated by the Secretary-General of the United Nations to the Contracting Parties to the Agreement.

2

(3)  Measurement of the chromaticity coordinates of the light emitted by the lamps is not part of this Regulation.

3

---

ANNEX 1

COMMUNICATION

(Maximum format: A4 (210 × 297 mm))

Image 42

issued by:

Name of administration:

concerning:

APPROVAL GRANTED

APPROVAL EXTENDED

APPROVAL REFUSED

APPROVAL WITHDRAWN

PRODUCTION DEFINITELY DISCONTINUED

of a type of agricultural or forestry tractor with regard to the installation of lighting and light-signalling devices pursuant to Regulation No 86

Approval No: ...

Extension No: ...

1. Make (trade name): ...

2. Tractor type and commercial description classification: ...

3. Manufacturer’s name and address: ...

4. If applicable, name and address of the manufacturer’s representative: ...

5. Lighting equipment installed on the tractor submitted for approval (1) (2) ...

5.1. Driving lamps: yes/no (3) ...

5.2. Passing lamps: yes/no (3) ...

5.3. Front fog-lamps: yes/no (3) ...

5.4. Reversing lamps: yes/no (3) ...

5.5. Front direction-indicator lamps: yes/no (3) ...

5.6. Rear direction-indicator lamps: yes/no (3) ...

5.7. Repeating side indicator lamps: yes/no (3) ...

5.8. Hazard-warning signal: yes/no (3) ...

5.9. Stop lamps: yes/no (3) ...

5.10. Rear registration-plate lamp: yes/no (3) ...

5.11. Front position (side) lamps: yes/no (3) ...

5.12. Rear position (side) lamps: yes/no (3) ...

5.13. Rear fog-lamps: yes/no (3) ...

5.14. Parking lamps: yes/no (3) ...

5.15. End-outline marker lamps: yes/no (3) ...

5.16. Rear retro reflectors, non-triangular: yes/no (3) ...

5.17. Work lamps: yes/no (3) ...

5.18. Side retro reflectors, non-triangular: yes/no (3) ...

Image 43

6. Equivalent lamps: yes/no (3) (see paragraph 2.5.1) ...

7. Maximum technically permissible width of the tractor: ...

8. Tractor submitted for approval on ...

9. Technical service responsible for conducting approval tests ...

10. Date of report issued by that service ...

11. Number of report issued by that service ...

12. Approval with regard to the lighting and light-signalling devices is granted/extended/refused/withdrawn (3) ...

13. Position of approval mark on tractor ...

14. Place ...

15. Date ...

16. Signature ...

17. Remarks ...

(1) Distinguishing number of the country which has granted/extended/ refused/withdrawn approval (see approval provisions in the Regulation).

(2) Show for each device, on a separate form, the types of devices, duly identified, meeting the installation requirements of this Regulation.

(3) Strike out what does not apply.

---

ANNEX 2

EXAMPLES OF ARRANGEMENTS OF APPROVAL MARKS

MODEL A

(see paragraph 4.4 of this Regulation)

Image 44

The above approval mark affixed to an agricultural or forestry tractor shows that the tractor type concerned has, with regard to the installation of lighting and light-signalling devices, been approved in the Netherlands (E 4) pursuant to Regulation No 86. The approval number indicates that the approval was granted in accordance with the requirements of Regulation No 86 in its original form.

MODEL B

(see paragraph 4.5 of this Regulation)

Image 45

The above approval mark affixed to an agricultural or forestry tractor shows that the tractor type concerned has been approved in the Netherlands (E 4) pursuant to Regulations No 86 and No 33 (*1). The approval numbers indicate that, at the dates when the respective approvals were given, Regulation No 86 was in its original form and Regulation No 33 already included the 02 series of amendments.

---

(*1)  The latter number is given as an example only.

---

ANNEX 3

DEFINITION OF THE TERMS OF PARAGRAPHS 2.6-2.10

KEY

Image 46

This surface is to be considered as tangent to the light-emitting surface

---

ANNEX 4

VISIBILITY OF LAMPS

(see paragraph 5.10 of this Regulation)

Figure 1

Visibility of a red lamp to the front

Image 47

Figure 2

Visibility of a white light to the rear

Image 48

---

ANNEX 5

DIRECTION-INDICATOR LAMPS

GEOMETRIC VISIBILITY (see paragraph 6.5.2)

Arrangement A

Image 49

Arrangement B

Image 50

Arrangement C

Image 51

Arrangement D

Image 52

---

| 30.9.2010 | EN | Official Journal of the European Union | L 257/231 |
| --- | --- | --- | --- |

30.9.2010

EN

Official Journal of the European Union

L 257/231

---

Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at:

http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html

Regulation No 106 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of pneumatic tyres for agricultural vehicles and their trailers

Incorporating all valid text up to:

Supplement 8 to the original version of the Regulation — Date of entry into force: 17 March 2010

CONTENTS

REGULATION

| 1. | Scope |
| --- | --- |

1.

| 2. | Definitions |
| --- | --- |

2.

| 3. | Markings |
| --- | --- |

3.

| 4. | Application for approval |
| --- | --- |

4.

| 5. | Approval |
| --- | --- |

5.

| 6. | Requirements |
| --- | --- |

6.

| 7. | Modification of tyre type and extension of approval |
| --- | --- |

7.

| 8. | Conformity of production |
| --- | --- |

8.

| 9. | Penalties for non-conformity of production |
| --- | --- |

9.

| 10. | Production definitely discontinued |
| --- | --- |

10.

| 11. | Names and addresses of technical services responsible for conducting approval tests, of test laboratories, and of administrative departments |
| --- | --- |

11.

ANNEXES

| Annex 1 — | Communication concerning the approval or extension or refusal or withdrawal of approval or production definitely discontinued of a type of pneumatic tyre for motor vehicles pursuant to Regulation No 106 |
| --- | --- |

Annex 1 —

| Annex 2 — | Arrangement of approval mark |
| --- | --- |

Annex 2 —

| Annex 3 — | Arrangement of tyre markings |
| --- | --- |

Annex 3 —

| Annex 4 — | List of load capacity indices (LI) and corresponding maximum mass to be carried (kg) |
| --- | --- |

Annex 4 —

| Annex 5 — | Theoretical rim, outer diameter and nominal section width of tyres of certain size designations |
| --- | --- |

Annex 5 —

| Annex 6 — | Test method for measuring tyre dimensions |
| --- | --- |

Annex 6 —

| Annex 7 — | Variation of load capacity with speed |
| --- | --- |

Annex 7 —

| Annex 8 — | Test procedure to assess tyre resistance to bursting |
| --- | --- |

Annex 8 —

| Annex 9 — | Load/speed test procedure |
| --- | --- |

Annex 9 —

| Annex 10 — | Tyre classification code |
| --- | --- |

Annex 10 —

| Annex 11 — | Example of the pictogram to be marked on both tyre sidewalls of the tyres to explicit the maximum inflation pressure not to be exceeded for bead seating during tyre mounting |
| --- | --- |

Annex 11 —

1.   SCOPE

This Regulation covers new pneumatic tyres designed primarily, but not only, for agricultural and forestry vehicles (power-driven vehicles in category T), agricultural machines (power-driven and trailed) and agricultural trailers, and identified by speed category symbols corresponding to speeds of 65 km/h (speed symbol ‘D’) and below.

It does not apply to tyre types designated primarily for other purposes, such as:

| (a) | Construction application (tyres marked ‘Industrial’ or ‘IND’ or ‘R4’ or ‘F3’); |
| --- | --- |

(a)

Construction application (tyres marked ‘Industrial’ or ‘IND’ or ‘R4’ or ‘F3’);

| (b) | Earth-moving equipment; |
| --- | --- |

(b)

Earth-moving equipment;

| (c) | Industrial and lift trucks. |
| --- | --- |

(c)

Industrial and lift trucks.

2.   DEFINITIONS

For the purposes of this Regulation:

| 2.1. | ‘Type of agricultural tyre’ means a category of tyres which do not differ in such essential respects as:






  2.1.1. | the manufacturer; |
| --- | --- | --- |

2.1.

‘Type of agricultural tyre’ means a category of tyres which do not differ in such essential respects as:

2.1.1.

the manufacturer;

| 2.1.2. | tyre-size designation; |
| --- | --- |

2.1.2.

tyre-size designation;

| 2.1.3. | category of use:






  (a) | Tractor — Steering wheel: |
| --- | --- | --- |

2.1.3.

category of use:

(a)

Tractor — Steering wheel:

| (b) | Tractor — Drive wheel — standard tread |
| --- | --- |

(b)

Tractor — Drive wheel — standard tread

| (c) | Tractor — Drive wheel — special tread |
| --- | --- |

(c)

Tractor — Drive wheel — special tread

| (d) | Implement — traction: |
| --- | --- |

(d)

Implement — traction:

| (e) | Implement — trailer; |
| --- | --- |

(e)

Implement — trailer;

| (f) | Implement — mixed applications; |
| --- | --- |

(f)

Implement — mixed applications;

| (g) | Forestry machines — standard tread; |
| --- | --- |

(g)

Forestry machines — standard tread;

| (h) | Forestry machines — special tread. |
| --- | --- |

(h)

Forestry machines — special tread.

| 2.1.4. | structure (diagonal (bias-ply), bias-belted, radial-ply); |
| --- | --- |

2.1.4.

structure (diagonal (bias-ply), bias-belted, radial-ply);

| 2.1.5. | speed category symbol; |
| --- | --- |

2.1.5.

speed category symbol;

| 2.1.6. | load capacity index; |
| --- | --- |

2.1.6.

load capacity index;

| 2.1.7. | tyre cross-section; |
| --- | --- |

2.1.7.

tyre cross-section;

| 2.2. | For reference on the following terms see explanatory figure in appendix 1. |
| --- | --- |

2.2.

For reference on the following terms see explanatory figure in appendix 1.

| 2.3. | ‘Structure’ of a tyre means the technical characteristics of the tyre carcass. The following structures are distinguished in particular:






  2.3.1. | ‘Diagonal’ or ‘bias-ply’ describes a tyre structure in which the ply cords extend to the bead and are laid at alternate angles of substantially less than 90° to the centreline of the tread; |
| --- | --- | --- |

2.3.

‘Structure’ of a tyre means the technical characteristics of the tyre carcass. The following structures are distinguished in particular:

2.3.1.

‘Diagonal’ or ‘bias-ply’ describes a tyre structure in which the ply cords extend to the bead and are laid at alternate angles of substantially less than 90° to the centreline of the tread;

| 2.3.2. | ‘Bias-belted’ describes a tyre structure of diagonal (bias-ply) type in which the carcass is restricted by a belt comprising two or more layers of substantially inextensible cord material laid at alternate angles close to those of the carcass; |
| --- | --- |

2.3.2.

‘Bias-belted’ describes a tyre structure of diagonal (bias-ply) type in which the carcass is restricted by a belt comprising two or more layers of substantially inextensible cord material laid at alternate angles close to those of the carcass;

| 2.3.3. | ‘Radial’ describes a tyre structure in which the ply cords extend to the beads and are laid substantially at 90° to the centreline of the tread, the carcass being stabilised by an essentially inextensible circumferential belt; |
| --- | --- |

2.3.3.

‘Radial’ describes a tyre structure in which the ply cords extend to the beads and are laid substantially at 90° to the centreline of the tread, the carcass being stabilised by an essentially inextensible circumferential belt;

| 2.4. | ‘Bead’ means the part of a tyre which is of such shape and structure as to fit the rim and hold the tyre on it; |
| --- | --- |

2.4.

‘Bead’ means the part of a tyre which is of such shape and structure as to fit the rim and hold the tyre on it;

| 2.5. | ‘Cord’ means the strands forming the fabric of the plies in the tyre; |
| --- | --- |

2.5.

‘Cord’ means the strands forming the fabric of the plies in the tyre;

| 2.6. | ‘Ply’ means a layer of rubber-coated parallel cords; |
| --- | --- |

2.6.

‘Ply’ means a layer of rubber-coated parallel cords;

| 2.7. | ‘Carcass’ means that part of a tyre other than the tread and the rubber sidewalls which, when inflated, bears the load; |
| --- | --- |

2.7.

‘Carcass’ means that part of a tyre other than the tread and the rubber sidewalls which, when inflated, bears the load;

| 2.8. | ‘Tread’ means that part of a tyre which comes into contact with the ground; |
| --- | --- |

2.8.

‘Tread’ means that part of a tyre which comes into contact with the ground;

| 2.9. | ‘Sidewall’ means the part of the tyre, excluding the tread, which is visible when the tyre, fitted to a rim, is viewed from the side; |
| --- | --- |

2.9.

‘Sidewall’ means the part of the tyre, excluding the tread, which is visible when the tyre, fitted to a rim, is viewed from the side;

| 2.10. | ‘Section width (S)’ means the linear distance between the outsides of the sidewalls of an inflated tyre, excluding elevations due to labelling (marking), decoration or protective bands or ribs; |
| --- | --- |

2.10.

‘Section width (S)’ means the linear distance between the outsides of the sidewalls of an inflated tyre, excluding elevations due to labelling (marking), decoration or protective bands or ribs;

| 2.11. | ‘Overall width’ means the linear distance between the outside of the sidewalls of an inflated tyre, including labelling (marking), decoration and protective bands or ribs; |
| --- | --- |

2.11.

‘Overall width’ means the linear distance between the outside of the sidewalls of an inflated tyre, including labelling (marking), decoration and protective bands or ribs;

| 2.12. | ‘Section height (h)’ means a distance equal to half the difference between the outer diameter of the tyre and the nominal rim diameter; |
| --- | --- |

2.12.

‘Section height (h)’ means a distance equal to half the difference between the outer diameter of the tyre and the nominal rim diameter;

| 2.13. | ‘Nominal aspect ratio (Ra)’ means one hundred times the number obtained by dividing the number expressing the nominal section height in millimetres by the number expressing the nominal section width in millimetres; |
| --- | --- |

2.13.

‘Nominal aspect ratio (Ra)’ means one hundred times the number obtained by dividing the number expressing the nominal section height in millimetres by the number expressing the nominal section width in millimetres;

| 2.14. | ‘Outer diameter (D)’ means the overall diameter of an inflated new tyre; |
| --- | --- |

2.14.

‘Outer diameter (D)’ means the overall diameter of an inflated new tyre;

| 2.15. | ‘Tyre-size designation’ means a designation showing:






  2.15.1. | the nominal section width (S1). This value must be expressed in mm. |
| --- | --- | --- |

2.15.

‘Tyre-size designation’ means a designation showing:

2.15.1.

the nominal section width (S1). This value must be expressed in mm.

| 2.15.2. | the nominal aspect ratio (Ra). |
| --- | --- |

2.15.2.

the nominal aspect ratio (Ra).

| 2.15.3. | an indication of the structure, placed in front of the nominal rim diameter marking, as follows:






  2.15.3.1. | n diagonal (bias-ply) tyres, the symbol ‘-’ or the letter ‘D’; |
| --- | --- | --- |

2.15.3.

an indication of the structure, placed in front of the nominal rim diameter marking, as follows:

2.15.3.1.

n diagonal (bias-ply) tyres, the symbol ‘-’ or the letter ‘D’;

| 2.15.3.2. | n radial-ply tyres, the letter ‘R’; |
| --- | --- |

2.15.3.2.

n radial-ply tyres, the letter ‘R’;

| 2.15.3.3. | n bias-belted tyres, the letter ‘B’. |
| --- | --- |

2.15.3.3.

n bias-belted tyres, the letter ‘B’.

| 2.15.4. | the conventional number ‘d’ denoting the nominal rim diameter; |
| --- | --- |

2.15.4.

the conventional number ‘d’ denoting the nominal rim diameter;

| 2.15.5. | optionally, the letters ‘IMP’ after the nominal rim diameter marking in case of Implement tyres; |
| --- | --- |

2.15.5.

optionally, the letters ‘IMP’ after the nominal rim diameter marking in case of Implement tyres;

| 2.15.6. | optionally, the letters ‘FRONT’ after the nominal rim diameter marking in case of Tractor steering wheel tyres; |
| --- | --- |

2.15.6.

optionally, the letters ‘FRONT’ after the nominal rim diameter marking in case of Tractor steering wheel tyres;

| 2.15.7. | However for tyres listed in annex 5 the ‘tyre size designation’ is that shown in the first column of those tables. |
| --- | --- |

2.15.7.

However for tyres listed in annex 5 the ‘tyre size designation’ is that shown in the first column of those tables.

| 2.15.8. | The letters ‘IF’ before the nominal section width in case of ‘Improved Flexion Tyre’
  The letters ‘VF’ before the nominal section width in case of ‘Very High Flexion Tyre’. |
| --- | --- |

2.15.8.

The letters ‘IF’ before the nominal section width in case of ‘Improved Flexion Tyre’

The letters ‘VF’ before the nominal section width in case of ‘Very High Flexion Tyre’.

| 2.16. | ‘Nominal rim diameter (d)’ means a conventional number denoting the nominal diameter of the rim on which a tyre is designed to be mounted and corresponding to the diameter of the rim expressed either by size codes (number below 100 — see table for equivalence with millimeters) or in mm (numbers above 100) but not both;






  ‘d’ symbol expressed by codes | value to be used for the calculation in paras. 6.2.1 and 6,4 (mm) |
| --- | --- | --- |
| 4 | 102 |
| 5 | 127 |
| 6 | 152 |
| 7 | 178 |
| 8 | 203 |
| 9 | 229 |
| 10 | 254 |
| 11 | 279 |
| 12 | 305 |
| 13 | 330 |
| 14 | 356 |
| 15 | 381 |
| 15,3 | 389 |
| 16 | 406 |
| 16,1 | 409 |
| 17 | 432 |
| 18 | 457 |
| 19 | 483 |
| 20 | 508 |
| 21 | 533 |
| 22 | 559 |
| 24 | 610 |
| 26 | 660 |
| 28 | 711 |
| 30 | 762 |
| 32 | 813 |
| 34 | 864 |
| 36 | 914 |
| 38 | 965 |
| 40 | 1 016 |
| 42 | 1 067 |
| 44 | 1 118 |
| 46 | 1 168 |
| 48 | 1 219 |
| 50 | 1 270 |
| 52 | 1 321 |
| 54 | 1 372 |
| | |
| 14,5 | 368 |
| 15,5 | 394 |
| 16,5 | 419 |
| 17,5 | 445 |
| 19,5 | 495 |
| 20,5 | 521 |
| 22,5 | 572 |
| 24,5 | 622 |
| 26,5 | 673 |
| 30,5 | 775 |

2.16.

‘Nominal rim diameter (d)’ means a conventional number denoting the nominal diameter of the rim on which a tyre is designed to be mounted and corresponding to the diameter of the rim expressed either by size codes (number below 100 — see table for equivalence with millimeters) or in mm (numbers above 100) but not both;

‘d’ symbol expressed by codes

value to be used for the calculation in paras. 6.2.1 and 6,4 (mm)

4

102

5

127

6

152

7

178

8

203

9

229

10

254

11

279

12

305

13

330

14

356

15

381

15,3

389

16

406

16,1

409

17

432

18

457

19

483

20

508

21

533

22

559

24

610

26

660

28

711

30

762

32

813

34

864

36

914

38

965

40

1 016

42

1 067

44

1 118

46

1 168

48

1 219

50

1 270

52

1 321

54

1 372

14,5

368

15,5

394

16,5

419

17,5

445

19,5

495

20,5

521

22,5

572

24,5

622

26,5

673

30,5

775

| 2.17. | ‘Rim’ means the support for a tyre-and-tube assembly, or for a tubeless tyre, on which the tyre beads are seated; |
| --- | --- |

2.17.

‘Rim’ means the support for a tyre-and-tube assembly, or for a tubeless tyre, on which the tyre beads are seated;

| 2.18. | ‘Theoretical rim’ means the notional rim whose width would be equal to X times the nominal section width of a tyre; the value ‘X’ must be specified by the tyre manufacturer or the reference rim width is that mentioned in annex 5 for the relevant ‘tyre size designation’; |
| --- | --- |

2.18.

‘Theoretical rim’ means the notional rim whose width would be equal to X times the nominal section width of a tyre; the value ‘X’ must be specified by the tyre manufacturer or the reference rim width is that mentioned in annex 5 for the relevant ‘tyre size designation’;

| 2.19. | ‘Measuring rim’ means the rim on which a tyre is fitted for the measurement of the dimensions; |
| --- | --- |

2.19.

‘Measuring rim’ means the rim on which a tyre is fitted for the measurement of the dimensions;

| 2.20. | ‘Tractor-drive wheel tyre’ means a tyre designed to be fitted to driven axles of agricultural tractors (vehicles in categories T) suitable for sustained high torque service. The tread pattern of the tyre consists of lugs or cleats.






  2.20.1. | ‘Improved Flexion Tyre’ or ‘Very High Flexion Tyre’ describe a pneumatic-tyre structure in which the carcass is more resistant than that of the corresponding standard tyre. |
| --- | --- | --- |

2.20.

‘Tractor-drive wheel tyre’ means a tyre designed to be fitted to driven axles of agricultural tractors (vehicles in categories T) suitable for sustained high torque service. The tread pattern of the tyre consists of lugs or cleats.

2.20.1.

‘Improved Flexion Tyre’ or ‘Very High Flexion Tyre’ describe a pneumatic-tyre structure in which the carcass is more resistant than that of the corresponding standard tyre.

| 2.21. | ‘Tractor steering wheel tyre’ means a tyre designed to be fitted to non-driven axles of agricultural and forestry tractors (motor vehicles in category T); The tread pattern of the tyre generally consists of circumferential grooves and ribs. |
| --- | --- |

2.21.

‘Tractor steering wheel tyre’ means a tyre designed to be fitted to non-driven axles of agricultural and forestry tractors (motor vehicles in category T); The tread pattern of the tyre generally consists of circumferential grooves and ribs.

| 2.22. | ‘Implement tyre’ means a tyre designed primarily for agricultural machines or implements (vehicles in category S) or for agricultural trailers (vehicles in category R); however it may also equip either front steering wheels and drive wheels of agricultural and forestry tractors (vehicles in category T), but it is not suitable for sustained high torque services. |
| --- | --- |

2.22.

‘Implement tyre’ means a tyre designed primarily for agricultural machines or implements (vehicles in category S) or for agricultural trailers (vehicles in category R); however it may also equip either front steering wheels and drive wheels of agricultural and forestry tractors (vehicles in category T), but it is not suitable for sustained high torque services.

| 2.23. | ‘Traction tyre’ means a tyre designed primarily for the equipment of driven axles of implements or agricultural machinery, excluding sustained high torque services. The tread pattern of the tyre generally consists of lugs or cleats. The type of application is identified with the symbol: |
| --- | --- |

2.23.

‘Traction tyre’ means a tyre designed primarily for the equipment of driven axles of implements or agricultural machinery, excluding sustained high torque services. The tread pattern of the tyre generally consists of lugs or cleats. The type of application is identified with the symbol:
  Image 53

| 2.24. | ‘Trailer tyre’ means a tyre designed for the equipment of non-driven (trailed) axles of implements, agricultural machinery or trailers.
  The type of application is identified with the symbol: |
| --- | --- |

2.24.

‘Trailer tyre’ means a tyre designed for the equipment of non-driven (trailed) axles of implements, agricultural machinery or trailers.

The type of application is identified with the symbol:
  Image 54

| 2.25. | ‘Mixed applications tyre’ means a tyre designed to be fitted to either driven and non-driven axles of implements, agricultural machinery or trailers; |
| --- | --- |

2.25.

‘Mixed applications tyre’ means a tyre designed to be fitted to either driven and non-driven axles of implements, agricultural machinery or trailers;

| 2.26. | ‘Service description’ means the association of a load capacity index with a speed category symbol






  2.26.1. | In case of implement tyres the service description is supplemented with the relevant symbol for the type of application concerned (traction or trailer) as defined in paragraphs 2.23 and 2.24. |
| --- | --- | --- |

2.26.

‘Service description’ means the association of a load capacity index with a speed category symbol

2.26.1.

In case of implement tyres the service description is supplemented with the relevant symbol for the type of application concerned (traction or trailer) as defined in paragraphs 2.23 and 2.24.

| 2.27. | ‘Supplementary service description’ means an additional service description, marked within a circle, to identify a special type of service (load rating and speed category) to which the tyre type is also allowed in addition to the applicable load variation with speed (see annex 7). |
| --- | --- |

2.27.

‘Supplementary service description’ means an additional service description, marked within a circle, to identify a special type of service (load rating and speed category) to which the tyre type is also allowed in addition to the applicable load variation with speed (see annex 7).

| 2.28. | ‘Load-capacity index’ means one number which indicates the load the tyre can carry in single formation at the speed corresponding to the associated speed category and when operated in conformity with the requirements governing utilisation specified by the manufacturer. The list of these indices and their corresponding masses is given in annex 4; |
| --- | --- |

2.28.

‘Load-capacity index’ means one number which indicates the load the tyre can carry in single formation at the speed corresponding to the associated speed category and when operated in conformity with the requirements governing utilisation specified by the manufacturer. The list of these indices and their corresponding masses is given in annex 4;

| 2.29. | ‘Speed category’, the reference speed expressed by the speed category symbol as shown in the table below:






  Speed category symbol | Reference speed
  (km/h) |
| --- | --- | --- |
| A2 | 10 |
| A4 | 20 |
| A6 | 30 |
| A8 | 40 |
| B | 50 |
| D | 65 |

2.29.

‘Speed category’, the reference speed expressed by the speed category symbol as shown in the table below:

Speed category symbol

Reference speed

(km/h)

A2

10

A4

20

A6

30

A8

40

B

50

D

65

| 2.30. | ‘Table: Variation of load capacity with speed’ means the tables in annex 7 showing as a function of the category of use, the type of application, the load capacity index and the nominal speed category symbol, the maximum load rating variations which a tyre can withstand when used at speeds different from that corresponding to its speed category symbol;






  2.30.1. | The table ‘Variation of load capacity with speed’ is not applicable to the ‘supplementary service description’. |
| --- | --- | --- |

2.30.

‘Table: Variation of load capacity with speed’ means the tables in annex 7 showing as a function of the category of use, the type of application, the load capacity index and the nominal speed category symbol, the maximum load rating variations which a tyre can withstand when used at speeds different from that corresponding to its speed category symbol;

2.30.1.

The table ‘Variation of load capacity with speed’ is not applicable to the ‘supplementary service description’.

| 2.30.2. | The table ‘Variation of load capacity with speed’ is not applicable to ‘Improved Flexion’ or ‘Very High Flexion’ tyres. |
| --- | --- |

2.30.2.

The table ‘Variation of load capacity with speed’ is not applicable to ‘Improved Flexion’ or ‘Very High Flexion’ tyres.

| 2.31. | ‘Maximum load rating’ means the maximum mass the tyre is rated to carry:






  2.31.1. | It must not exceed the percentage of the value associated with the relevant load capacity index of the tyre as indicated in the table ‘Load-capacity variation with speed’ (see paragraph 2.30 above), with reference to the category of use, the speed category symbol of the tyre and the speed capability of the vehicle to which the tyre is fitted. |
| --- | --- | --- |

2.31.

‘Maximum load rating’ means the maximum mass the tyre is rated to carry:

2.31.1.

It must not exceed the percentage of the value associated with the relevant load capacity index of the tyre as indicated in the table ‘Load-capacity variation with speed’ (see paragraph 2.30 above), with reference to the category of use, the speed category symbol of the tyre and the speed capability of the vehicle to which the tyre is fitted.

| 2.32. | ‘Tread groove’ means the space between the adjacent ribs or blocks in the tread pattern; |
| --- | --- |

2.32.

‘Tread groove’ means the space between the adjacent ribs or blocks in the tread pattern;

| 2.33. | ‘Tread lug (or cleat)’ means the solid-block element protruding from the base of the tread pattern; |
| --- | --- |

2.33.

‘Tread lug (or cleat)’ means the solid-block element protruding from the base of the tread pattern;

| 2.34. | ‘Special tread’ means a tyre, the tread pattern and structure of which are primarily designed to ensure in marshy areas a better grip than that of a standard tread tyre. The tread pattern of the tyre generally consists of lugs or cleats deeper than those of a standard tyre; |
| --- | --- |

2.34.

‘Special tread’ means a tyre, the tread pattern and structure of which are primarily designed to ensure in marshy areas a better grip than that of a standard tread tyre. The tread pattern of the tyre generally consists of lugs or cleats deeper than those of a standard tyre;

| 2.35. | ‘Chunking’ means the breaking away of small pieces of rubber from the tread; |
| --- | --- |

2.35.

‘Chunking’ means the breaking away of small pieces of rubber from the tread;

| 2.36. | ‘Cord separation’ means the parting of the cords from their rubber coating; |
| --- | --- |

2.36.

‘Cord separation’ means the parting of the cords from their rubber coating;

| 2.37. | ‘Ply separation’ means the parting of adjacent plies; |
| --- | --- |

2.37.

‘Ply separation’ means the parting of adjacent plies;

| 2.38. | ‘Tread separation’ means the pulling away of the tread from the carcass; |
| --- | --- |

2.38.

‘Tread separation’ means the pulling away of the tread from the carcass;

| 2.39. | ‘Test rim’ means the rim on which a tyre must be fitted for the performance test. |
| --- | --- |

2.39.

‘Test rim’ means the rim on which a tyre must be fitted for the performance test.

| 2.40. | ‘Tyre classification code’ means the optional marking detailed in annex 10 that identifies the category of use and the particular type of tread pattern and application as specified by ISO 4251-4. |
| --- | --- |

2.40.

‘Tyre classification code’ means the optional marking detailed in annex 10 that identifies the category of use and the particular type of tread pattern and application as specified by ISO 4251-4.

| 2.41. | Forestry tyre: means a tyre designed to be fitted to machines or equipments used in forestry applications. |
| --- | --- |

2.41.

Forestry tyre: means a tyre designed to be fitted to machines or equipments used in forestry applications.

3.   MARKINGS

3.1.   Tyres must bear:

| 3.1.1. | the manufacturer’s trade name or mark; |
| --- | --- |

3.1.1.

the manufacturer’s trade name or mark;

| 3.1.2. | the tyre-size designation as defined in paragraph 2.15; |
| --- | --- |

3.1.2.

the tyre-size designation as defined in paragraph 2.15;

| 3.1.3. | an indication of the structure as follows:






  3.1.3.1. | on diagonal (bias-ply) tyres, no additional marking; |
| --- | --- | --- |

3.1.3.

an indication of the structure as follows:

3.1.3.1.

on diagonal (bias-ply) tyres, no additional marking;

| 3.1.3.2. | on radial-ply tyres, optionally, the word ‘RADIAL’; |
| --- | --- |

3.1.3.2.

on radial-ply tyres, optionally, the word ‘RADIAL’;

| 3.1.3.3. | on bias-belted tyres, the words ‘BIAS-BELTED’; |
| --- | --- |

3.1.3.3.

on bias-belted tyres, the words ‘BIAS-BELTED’;

| 3.1.4. | the ‘service description’ as defined in paragraph 2.26.






  3.1.4.1. | in the case of implement tyre, the service description must be supplemented with the relevant application symbol; |
| --- | --- | --- |

3.1.4.

the ‘service description’ as defined in paragraph 2.26.

3.1.4.1.

in the case of implement tyre, the service description must be supplemented with the relevant application symbol;

| 3.1.4.2. | in the case of implement tyre for mixed applications the tyre must be marked with two service descriptions one for ‘trailer’ applications and the other for ‘traction’ applications, each supplemented with the relevant symbol (see paragraphs 2.23 and 2.24 above) as follows: | or | |
| --- | --- | --- | --- |

3.1.4.2.

in the case of implement tyre for mixed applications the tyre must be marked with two service descriptions one for ‘trailer’ applications and the other for ‘traction’ applications, each supplemented with the relevant symbol (see paragraphs 2.23 and 2.24 above) as follows:

Image 55

or

Image 56

where the first service description (95 A6) refers to ‘traction applications’ and the second (108 A6) to ‘trailer applications’.

| 3.1.5. | the supplementary service description, if applicable. |
| --- | --- |

3.1.5.

the supplementary service description, if applicable.

| 3.1.6. | the inscription ‘DEEP’ (or ‘R-2’) in the case of a special tread tyre; |
| --- | --- |

3.1.6.

the inscription ‘DEEP’ (or ‘R-2’) in the case of a special tread tyre;

| 3.1.7. | the inscriptions ‘F-1’ or ‘F-2’ in the case of a Tractor steering wheel tyre that is not already marked as per paragraph 2.15.6 above; |
| --- | --- |

3.1.7.

the inscriptions ‘F-1’ or ‘F-2’ in the case of a Tractor steering wheel tyre that is not already marked as per paragraph 2.15.6 above;

| 3.1.8. | the inscriptions ‘LS-1’, ‘LS-2’, ‘LS-3’ or ‘LS-4’ in the case of tyres for forestry machines.






  3.1.8.1. | ‘LS-3’ identifies special tread tyres. |
| --- | --- | --- |

3.1.8.

the inscriptions ‘LS-1’, ‘LS-2’, ‘LS-3’ or ‘LS-4’ in the case of tyres for forestry machines.

3.1.8.1.

‘LS-3’ identifies special tread tyres.

| 3.1.8.2. | The inscription ‘I-3’ for implement tyres with traction tread as identified in Annex 5, tables 5 and 6. |
| --- | --- |

3.1.8.2.

The inscription ‘I-3’ for implement tyres with traction tread as identified in Annex 5, tables 5 and 6.

| 3.1.9. | the inscription ‘IMPLEMENT’ in the case of an implement tyre that is not already marked as per paragraph 2.15.5 above; |
| --- | --- |

3.1.9.

the inscription ‘IMPLEMENT’ in the case of an implement tyre that is not already marked as per paragraph 2.15.5 above;

| 3.1.10. | the word ‘TUBELESS’ if the tyre is designed for use without an inner tube; |
| --- | --- |

3.1.10.

the word ‘TUBELESS’ if the tyre is designed for use without an inner tube;

| 3.1.11. | the inscription ‘...bar MAX.’ (or ‘... kPa MAX’) inside the pictogram shown in annex 11, to notify the cold inflation pressure that shall not be exceeded for bead seating during tyre mounting. |
| --- | --- |

3.1.11.

the inscription ‘...bar MAX.’ (or ‘... kPa MAX’) inside the pictogram shown in annex 11, to notify the cold inflation pressure that shall not be exceeded for bead seating during tyre mounting.

| 3.1.12. | The inscription ‘IF’ shall be added in front of the tyre-size designation when the tyre is ‘Improved Flexion Tyre’.
  The inscription ‘VF’ shall be added in front of the tyre-size designation when the tyre is ‘Very High Flexion Tyre’. |
| --- | --- |

3.1.12.

The inscription ‘IF’ shall be added in front of the tyre-size designation when the tyre is ‘Improved Flexion Tyre’.

The inscription ‘VF’ shall be added in front of the tyre-size designation when the tyre is ‘Very High Flexion Tyre’.

3.2.   The tyre must also be marked with the date of manufacture in the form of a group of four digits, the first two showing the week and the last two the year of manufacture. However, this marking shall not be mandatory on any tyre submitted for approval until two years after the date of entry into force of this Regulation (1).

1

3.3.   The tyre must also bear the ECE tyre type approval mark, the model of which is given in annex 2.

3.4.   Position of markings

| 3.4.1. | The markings referred to in paragraph 3.1 shall be moulded on both sidewalls of the tyre. |
| --- | --- |

3.4.1.

The markings referred to in paragraph 3.1 shall be moulded on both sidewalls of the tyre.

| 3.4.2. | The markings referred to in paragraphs 3.2 and 3.3 shall be moulded on one sidewall only. |
| --- | --- |

3.4.2.

The markings referred to in paragraphs 3.2 and 3.3 shall be moulded on one sidewall only.

| 3.4.3. | All markings must be clearly and legibly moulded and produced as part of the process during manufacture. The use of branding or other methods of marking after completion of the original manufacturing process is not permitted. |
| --- | --- |

3.4.3.

All markings must be clearly and legibly moulded and produced as part of the process during manufacture. The use of branding or other methods of marking after completion of the original manufacturing process is not permitted.

3.5.   Annex 3 gives examples of the arrangement of tyre markings.

4.   APPLICATION FOR APPROVAL

| 4.1. | The application for approval of a type of tyre for agricultural and forestry services shall be submitted by the holder of the trade name or mark or by his duly accredited representative. It shall specify:






  4.1.1. | The tyre size designation as defined in paragraph 2.15 of this Regulation. |
| --- | --- | --- |

4.1.

The application for approval of a type of tyre for agricultural and forestry services shall be submitted by the holder of the trade name or mark or by his duly accredited representative. It shall specify:

4.1.1.

The tyre size designation as defined in paragraph 2.15 of this Regulation.

| 4.1.2. | The trade name or mark. |
| --- | --- |

4.1.2.

The trade name or mark.

| 4.1.3. | The category of use as defined in paragraph 2.1.3 of this Regulation. |
| --- | --- |

4.1.3.

The category of use as defined in paragraph 2.1.3 of this Regulation.

| 4.1.4. | The structure. |
| --- | --- |

4.1.4.

The structure.

| 4.1.5. | The speed category symbol. |
| --- | --- |

4.1.5.

The speed category symbol.

| 4.1.6. | The load-capacity index of the tyre, specifying in case of implement tyres that for traction (only) and that for trailer application, if applicable. |
| --- | --- |

4.1.6.

The load-capacity index of the tyre, specifying in case of implement tyres that for traction (only) and that for trailer application, if applicable.

| 4.1.7. | Whether the tyre is to be fitted with or without an inner tube. |
| --- | --- |

4.1.7.

Whether the tyre is to be fitted with or without an inner tube.

| 4.1.8. | The supplementary service description, if applicable. |
| --- | --- |

4.1.8.

The supplementary service description, if applicable.

| 4.1.9. | The tyre/rim configuration. |
| --- | --- |

4.1.9.

The tyre/rim configuration.

| 4.1.10. | The rim to be used for measurements and the rim to be used for tests. |
| --- | --- |

4.1.10.

The rim to be used for measurements and the rim to be used for tests.

| 4.1.11. | The rim(s) on which the tyre can be mounted. |
| --- | --- |

4.1.11.

The rim(s) on which the tyre can be mounted.

| 4.1.12. | The inflation pressure (bar or kPa) for measurements. |
| --- | --- |

4.1.12.

The inflation pressure (bar or kPa) for measurements.

| 4.1.13. | The factor X referred to in paragraph 2.18 or the applicable table of annex 5. |
| --- | --- |

4.1.13.

The factor X referred to in paragraph 2.18 or the applicable table of annex 5.

| 4.1.14. | The cold inflation pressure that shall not be exceeded for bead seating during tyre mounting, as specified by the tyre manufacturer for the tyre type. |
| --- | --- |

4.1.14.

The cold inflation pressure that shall not be exceeded for bead seating during tyre mounting, as specified by the tyre manufacturer for the tyre type.

| 4.1.15. | The test pressure, in kPa (or in bar). |
| --- | --- |

4.1.15.

The test pressure, in kPa (or in bar).

| 4.2. | On request of the approval authority, the tyre manufacturer must also submit a complete technical file for each tyre type containing in particular sketches or photographs (three copies) to identify the tread pattern and the envelope of the inflated tyre mounted on the measuring rim showing the relevant dimensions (see paragraphs 6.1 and 6.2) of the component type submitted for approval. It shall also either contain the test report issued by an approved test laboratory or be accompanied by one sample of the tyre type, as requested by the approval authority. |
| --- | --- |

4.2.

On request of the approval authority, the tyre manufacturer must also submit a complete technical file for each tyre type containing in particular sketches or photographs (three copies) to identify the tread pattern and the envelope of the inflated tyre mounted on the measuring rim showing the relevant dimensions (see paragraphs 6.1 and 6.2) of the component type submitted for approval. It shall also either contain the test report issued by an approved test laboratory or be accompanied by one sample of the tyre type, as requested by the approval authority.

5.   APPROVAL

| 5.1. | If the type of pneumatic tyre submitted for approval in pursuance to this Regulation meets the requirements of paragraph 6 below, approval of that type of tyre shall be granted. |
| --- | --- |

5.1.

If the type of pneumatic tyre submitted for approval in pursuance to this Regulation meets the requirements of paragraph 6 below, approval of that type of tyre shall be granted.

| 5.2. | An approval number shall be assigned to each type approved; its first two digits (at present 00 for the Regulation in its original form) shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party may not assign the same number to another type of pneumatic tyre. |
| --- | --- |

5.2.

An approval number shall be assigned to each type approved; its first two digits (at present 00 for the Regulation in its original form) shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party may not assign the same number to another type of pneumatic tyre.

| 5.3. | Notice of approval or extension or refusal or withdrawal of approval or production definitely discontinued of a type of pneumatic tyre pursuant to this Regulation shall be communicated to the Parties to the 1958 Agreement which apply this Regulation, by means of a form conforming to the model in annex 1 to this Regulation. |
| --- | --- |

5.3.

Notice of approval or extension or refusal or withdrawal of approval or production definitely discontinued of a type of pneumatic tyre pursuant to this Regulation shall be communicated to the Parties to the 1958 Agreement which apply this Regulation, by means of a form conforming to the model in annex 1 to this Regulation.

| 5.4. | There shall be affixed, conspicuously, to every pneumatic tyre conforming to a type of tyre approved under this Regulation, in the space referred to in paragraph 3.3 above and in addition to the markings prescribed in paragraphs 3.1 and 3.2 above, an international approval mark consisting of:






  5.4.1. | A circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval (2). |
| --- | --- | --- |

5.4.

There shall be affixed, conspicuously, to every pneumatic tyre conforming to a type of tyre approved under this Regulation, in the space referred to in paragraph 3.3 above and in addition to the markings prescribed in paragraphs 3.1 and 3.2 above, an international approval mark consisting of:

5.4.1.

A circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval (2).

2

| 5.4.2. | The number of this Regulation, followed by the letter ‘R’, a dash and the type approval number. |
| --- | --- |

5.4.2.

The number of this Regulation, followed by the letter ‘R’, a dash and the type approval number.

| 5.5. | The approval mark shall be clearly legible and be indelible. |
| --- | --- |

5.5.

The approval mark shall be clearly legible and be indelible.

| 5.6. | Annex 2 to this Regulation gives an example of the arrangement of the approval mark. |
| --- | --- |

5.6.

Annex 2 to this Regulation gives an example of the arrangement of the approval mark.

6.   REQUIREMENTS

6.1.   Section width of a tyre

| 6.1.1. | Except as provided by paragraph 6.1.2, the section width is calculated by the following formula:
  S = S1 + K (A – A1)
  where:






  S | is the ‘section width’ expressed in mm related to the measuring rim; |
| --- | --- | --- |
| S1 | is the ‘nominal section width’ in mm as shown on the sidewall of the tyre in the tyre-size designation as prescribed; |
| A | is the width (expressed in mm) (3) of the measuring rim, as shown by the manufacturer in the descriptive note, |
| A1 | is the width (expressed in mm) (3) of the theoretical rim; it is taken to equal S1 multiplied by the factor X as specified by the tyre manufacturer and |
| K | is taken to equal 0,4. |

6.1.1.

Except as provided by paragraph 6.1.2, the section width is calculated by the following formula:

S = S1 + K (A – A1)

where:

S

is the ‘section width’ expressed in mm related to the measuring rim;

S1

is the ‘nominal section width’ in mm as shown on the sidewall of the tyre in the tyre-size designation as prescribed;

A

is the width (expressed in mm) (3) of the measuring rim, as shown by the manufacturer in the descriptive note,

3

A1

is the width (expressed in mm) (3) of the theoretical rim; it is taken to equal S1 multiplied by the factor X as specified by the tyre manufacturer and

3

K

is taken to equal 0,4.

| 6.1.2. | However, for the types of tyre for which the size designation is given in the first column of the tables in annex 5, the theoretical rim width (A1) and the nominal section width (S1) are given opposite the tyre size designation in those tables. |
| --- | --- |

6.1.2.

However, for the types of tyre for which the size designation is given in the first column of the tables in annex 5, the theoretical rim width (A1) and the nominal section width (S1) are given opposite the tyre size designation in those tables.

6.2.   Outer diameter of a tyre

| 6.2.1. | Except as provided by paragraph 6.2.2, the outer diameter of a tyre is calculated by the following formula:
  D = d + 2 H
  where:






  D | is the outer diameter expressed in mm, |
| --- | --- | --- |
| d | is the conventional number denoting the nominal rim diameter expressed in mm (see paragraph 2.16), |
| H | is the nominal section height in mm and is equal to:
  H = 0,01 × Ra × S1 |

6.2.1.

Except as provided by paragraph 6.2.2, the outer diameter of a tyre is calculated by the following formula:

D = d + 2 H

where:

D

is the outer diameter expressed in mm,

d

is the conventional number denoting the nominal rim diameter expressed in mm (see paragraph 2.16),

H

is the nominal section height in mm and is equal to:

H = 0,01 × Ra × S1

where:

| Ra | is the nominal aspect ratio, |
| --- | --- |
| S1 | is the ‘nominal section width’ in mm |

Ra

is the nominal aspect ratio,

S1

is the ‘nominal section width’ in mm

all as shown on the sidewall of the tyre in the tyre-size designation in conformity with the requirements of paragraph 2.15.

| 6.2.2. | However, for the types of tyres for which the size designation is given in the first column of the tables of annex 5 the outer diameter (D) and the nominal rim diameter (d) expressed in mm are given opposite the tyre size designation in those tables. |
| --- | --- |

6.2.2.

However, for the types of tyres for which the size designation is given in the first column of the tables of annex 5 the outer diameter (D) and the nominal rim diameter (d) expressed in mm are given opposite the tyre size designation in those tables.

6.3.   Tyre section width: specification of tolerances

| 6.3.1. | The overall width of a tyre may be less than the section width determined pursuant to paragraph 6.1, or shown in annex 5; |
| --- | --- |

6.3.1.

The overall width of a tyre may be less than the section width determined pursuant to paragraph 6.1, or shown in annex 5;

| 6.3.2. | The overall width of a tyre may not exceed the section width determined pursuant to paragraph 6.1 by more than the following: | Radial construction: + 5 % |
| --- | --- | --- |

6.3.2.

The overall width of a tyre may not exceed the section width determined pursuant to paragraph 6.1 by more than the following:

Radial construction: + 5 %

| | Diagonal (bias) construction: + 8 % |
| --- | --- |

Diagonal (bias) construction: + 8 %

| 6.3.3. | However, for the types of tyre for which the size designation is given in the first column of the tables in annex 5, the allowed percentages are those given in the relevant tables, if any. |
| --- | --- |

6.3.3.

However, for the types of tyre for which the size designation is given in the first column of the tables in annex 5, the allowed percentages are those given in the relevant tables, if any.

6.4.   Tyre outer diameter: specification of tolerances

| 6.4.1. | The outer diameter of a tyre must not be outside the values D min and D max obtained from the following formulae:
  D min = d + 2 (H × a)
  D max = d + 2 (H × b)
  where ‘H’ and ‘d’ are as defined in paragraph 6.2.1.






  6.4.1.1. | for sizes listed in annex 5: H = 0,5 (D – d) (for references see paragraph 6.2 above). |
| --- | --- | --- |

6.4.1.

The outer diameter of a tyre must not be outside the values D min and D max obtained from the following formulae:

D min = d + 2 (H × a)

D max = d + 2 (H × b)

where ‘H’ and ‘d’ are as defined in paragraph 6.2.1.

6.4.1.1.

for sizes listed in annex 5: H = 0,5 (D – d) (for references see paragraph 6.2 above).

| 6.4.2. | coefficients ‘a’ and ‘b’ are respectively:









  Category of use | Radial | Diagonal (bias) |
| --- | --- | --- | --- |
| a | b | a | b |
| Steering wheels | 0,96 | 1,04 | 0,96 | 1,07 |
| Tractor drive wheels and forestry machines — normal | 0,96 | 1,04 | 0,96 | 1,07 |
| Tractor drive wheels and forestry machines — special | 1,00 | 1,12 | 1,00 | 1,12 |
| Implement | 0,96 | 1,04 | 0,96 | 1,07 |

6.4.2.

coefficients ‘a’ and ‘b’ are respectively:

Category of use

Radial

Diagonal (bias)

a

b

a

b

Steering wheels

0,96

1,04

0,96

1,07

Tractor drive wheels and forestry machines — normal

0,96

1,04

0,96

1,07

Tractor drive wheels and forestry machines — special

1,00

1,12

1,00

1,12

Implement

0,96

1,04

0,96

1,07

| 6.4.3. | However, for the types of tyre for which the size designation is given in the first column of the tables in Annex 5, the allowed percentages are those given in the relevant tables, if any. |
| --- | --- |

6.4.3.

However, for the types of tyre for which the size designation is given in the first column of the tables in Annex 5, the allowed percentages are those given in the relevant tables, if any.

6.5.   Test procedures

| 6.5.1. | The actual dimensions of tyres are measured as prescribed in annex 6. |
| --- | --- |

6.5.1.

The actual dimensions of tyres are measured as prescribed in annex 6.

| 6.5.2. | The test procedure to assess the resistance of the tyre to burst is described in annex 8.






  6.5.2.1. | A tyre which, after undergoing the relevant test to assess the resistance to burst, does not exhibit any tread separation, ply separation, cord separation, broken beads or broken cords is deemed to have passed the test. The tyre tested shall not be used for any other tests. |
| --- | --- | --- |

6.5.2.

The test procedure to assess the resistance of the tyre to burst is described in annex 8.

6.5.2.1.

A tyre which, after undergoing the relevant test to assess the resistance to burst, does not exhibit any tread separation, ply separation, cord separation, broken beads or broken cords is deemed to have passed the test. The tyre tested shall not be used for any other tests.

| 6.5.3. | The test procedures to assess the suitability of the tyre for the claimed performances are described in annex 9.






  6.5.3.1. | A tyre which, after undergoing the relevant load/speed test, does not exhibit any tread separation, ply separation, cord separation or broken cords is deemed to have passed the test. The tyre tested shall not be used for any other tests. |
| --- | --- | --- |

6.5.3.

The test procedures to assess the suitability of the tyre for the claimed performances are described in annex 9.

6.5.3.1.

A tyre which, after undergoing the relevant load/speed test, does not exhibit any tread separation, ply separation, cord separation or broken cords is deemed to have passed the test. The tyre tested shall not be used for any other tests.

| 6.5.3.2. | A tyre which, after undergoing the relevant load/speed test, does exhibit chunking, due to the specific test conditions is deemed to have passed the test. |
| --- | --- |

6.5.3.2.

A tyre which, after undergoing the relevant load/speed test, does exhibit chunking, due to the specific test conditions is deemed to have passed the test.

| 6.5.4. | Where a tyre manufacturer produces a range of tyres it is not considered necessary to carry out tests on every type of tyre in the range. |
| --- | --- |

6.5.4.

Where a tyre manufacturer produces a range of tyres it is not considered necessary to carry out tests on every type of tyre in the range.

7.   MODIFICATION OF TYRE TYPE AND EXTENSION OF APPROVAL

| 7.1. | Every modification of a tyre type shall be notified to the administrative department which approved the tyre type. That department may then either:






  7.1.1. | Consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case the tyre still meet the requirements; or |
| --- | --- | --- |

7.1.

Every modification of a tyre type shall be notified to the administrative department which approved the tyre type. That department may then either:

7.1.1.

Consider that the modifications made are unlikely to have an appreciable adverse effect and that in any case the tyre still meet the requirements; or

| 7.1.2. | Require a further test report from the technical service responsible for carrying out the tests. |
| --- | --- |

7.1.2.

Require a further test report from the technical service responsible for carrying out the tests.

| 7.2. | A modification of the tread pattern of the tyre shall not be considered to necessitate a repetition of the tests prescribed in paragraph 6 of this Regulation. |
| --- | --- |

7.2.

A modification of the tread pattern of the tyre shall not be considered to necessitate a repetition of the tests prescribed in paragraph 6 of this Regulation.

| 7.3. | Confirmation or refusal of approval, specifying the alterations, shall be communicated by the procedure specified in paragraph 5.3 above to the Parties to the Agreement which apply this Regulation. |
| --- | --- |

7.3.

Confirmation or refusal of approval, specifying the alterations, shall be communicated by the procedure specified in paragraph 5.3 above to the Parties to the Agreement which apply this Regulation.

| 7.4. | The competent authority issuing the extension of approval shall assign a series number for such an extension and inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in annex 1 to this Regulation. |
| --- | --- |

7.4.

The competent authority issuing the extension of approval shall assign a series number for such an extension and inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in annex 1 to this Regulation.

8.   CONFORMITY OF PRODUCTION

The conformity of production procedures shall comply with those set out in the Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with the following requirements:

| 8.1. | The pneumatic tyres approved under this Regulation shall be so manufactured as to conform to the type approved by meeting the requirements set forth in paragraph 6 above. |
| --- | --- |

8.1.

The pneumatic tyres approved under this Regulation shall be so manufactured as to conform to the type approved by meeting the requirements set forth in paragraph 6 above.

| 8.2. | The authority which has granted type approval may at any time verify the conformity control methods applied in each production facility. For each production facility, the normal frequency of these verifications shall be once every two years. |
| --- | --- |

8.2.

The authority which has granted type approval may at any time verify the conformity control methods applied in each production facility. For each production facility, the normal frequency of these verifications shall be once every two years.

9.   PENALTIES FOR NON-CONFORMITY OF PRODUCTION

| 9.1. | The approval granted in respect of a type of pneumatic tyre pursuant to this Regulation may be withdrawn if the requirement laid down in paragraph 8.1 above is not complied with or if the tyres taken from the series have failed to pass the tests prescribed in that paragraph. |
| --- | --- |

9.1.

The approval granted in respect of a type of pneumatic tyre pursuant to this Regulation may be withdrawn if the requirement laid down in paragraph 8.1 above is not complied with or if the tyres taken from the series have failed to pass the tests prescribed in that paragraph.

| 9.2. | If a Party to the Agreement which applies this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties which apply this Regulation, by means of a communication form conforming to the model in annex 1 to this Regulation. |
| --- | --- |

9.2.

If a Party to the Agreement which applies this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties which apply this Regulation, by means of a communication form conforming to the model in annex 1 to this Regulation.

10.   PRODUCTION DEFINITELY DISCONTINUED

If the holder of an approval completely ceases to manufacture a type of pneumatic tyre approved in accordance with this Regulation, he shall so inform the authority which granted the approval. Upon receiving the relevant communication that authority shall inform thereof the other Parties to the Agreement which apply this Regulation by means of a communication form conforming to the model in annex 1 to this Regulation.

11.   NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING APPROVAL TESTS, OF TEST LABORATORIES, AND OF ADMINISTRATIVE DEPARTMENTS

| 11.1. | The Parties to the Agreement which apply this Regulation shall communicate to the United Nations Secretariat the names and addresses of the technical services responsible for conducting approval tests and, where applicable, of the approved test laboratories and of the administrative departments which grant approval and to which forms certifying approval or refusal or withdrawal of approval, issued in other countries, are to be sent. |
| --- | --- |

11.1.

The Parties to the Agreement which apply this Regulation shall communicate to the United Nations Secretariat the names and addresses of the technical services responsible for conducting approval tests and, where applicable, of the approved test laboratories and of the administrative departments which grant approval and to which forms certifying approval or refusal or withdrawal of approval, issued in other countries, are to be sent.

| 11.2. | The Parties to the Agreement which apply this Regulation may use laboratories of tyre manufacturers and may designate, as approved test laboratories, those among them which are situated on their territory or on the territory of another Party to the Agreement subject to a preliminary agreement to this procedure by the competent administrative department of the latter. |
| --- | --- |

11.2.

The Parties to the Agreement which apply this Regulation may use laboratories of tyre manufacturers and may designate, as approved test laboratories, those among them which are situated on their territory or on the territory of another Party to the Agreement subject to a preliminary agreement to this procedure by the competent administrative department of the latter.

| 11.3. | Where a Party to the Agreement applies paragraph 11.2 above, it may, if it so desires, be represented at the tests by one or more persons of its choice. |
| --- | --- |

11.3.

Where a Party to the Agreement applies paragraph 11.2 above, it may, if it so desires, be represented at the tests by one or more persons of its choice.

Explanatory figure

Explanatory figure

(see paragraphs 2.2 and 4.1)

Tyre cross Section

Image 57

| Lug (cleat) tread pattern | Circumferential Rib tread pattern |
| --- | --- |
| | |

Lug (cleat) tread pattern

Circumferential Rib tread pattern

Image 58

Image 59

---

(1)  Before 1 January 2000, the date of manufacture may be indicated by a group of three digits, the first two showing the week and the last one the year of manufacture.

1

(2)  1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for Belgium, 7 for Hungary, 8 for the Czech Republic, 9 for Spain, 10 for Serbia, 11 for the United Kingdom, 12 for Austria, 13 for Luxembourg, 14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 20 for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 24 for Ireland, 25 for Croatia, 26 for Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria, 35 (vacant), 36 for Lithuania, 37 for Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The former Yugoslav Republic of Macedonia, 41 (vacant), 42 for the European Community (Approvals are granted by its Member States using their respective ECE symbol), 43 for Japan, 44 (vacant), 45 for Australia., 46 for Ukraine, 47 for South Africa, 48 for New Zealand, 49 for Cyprus, 50 for Malta, 51 for the Republic of Korea, 52 for Malaysia, 53 for Thailand, 54 and 55 (vacant), 56 for Montenegro, 57 (vacant) and 58 for Tunisia. Subsequent numbers shall be assigned to other countries in the chronological order in which they ratify or accede to the Agreement Concerning the Adoption of Uniform Technical Prescriptions for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals Granted on the Basis of these Prescriptions, and the numbers thus assigned shall be communicated by the Secretary-General of the United Nations to the Contracting Parties to the Agreement.

2

(3)  Conversion factor from code to mm is 25,4.

3

---

ANNEX 1

COMMUNICATION

(maximum format: A4 (210 × 297 mm))

Image 60

issued by:

Name of administration:

concerning (2):

APPROVAL GRANTED

APPROVAL EXTENDED

APPROVAL REFUSED

APPROVAL WITHDRAWN

PRODUCTION DEFINITELY DISCONTINUED

of a type of pneumatic tyre for motor vehicles pursuant to Regulation No 106

Approval No ...

Extension No ...

1. Manufacturer’s name or trade mark(s) on the tyre: ...

2. Tyre type designation by the manufacturer: ...

3. Manufacturer’s name and address: ...

4. If applicable, name and address of manufacturer’s representative: ...

5. Summarized description:

5.1. Size of tyre: ...

5.2. Category of use: ...

5.3. Structure: diagonal (bias-ply)/bias belted/radial (2)

5.4. Speed category symbol: ...

5.5. Load-capacity index:

5.5.1. for traction (implement only): ...

5.5.2. for trailer (implement only): ...

5.6. Whether the tyre is to be fitted with or without an inner tube

5.7. The supplementary service description, if applicable: ...

6. Technical service and, where applicable, test laboratory approved for purposes of approval or of verification of conformity: ...

7. Date of report issued by that service: ...

8. Number of report issued by that service: ...

9. Reason(s) of extension (if applicable): ...

10. Any remarks: ...

11. Place: ...

12. Date: ...

13. Signature: ...

14. Annexed to this communication is a list of documents in the approval file deposited at the Administrative Services having delivered the approval and which can be obtained upon request.

(1) Distinguishing number of the country which has granted/extended/refused/withdrawn approval (see approval provisions in the Regulation).

(2) Strike out what does not apply.

---

ANNEX 2

ARRANGEMENT OF APPROVAL MARK

Image 61

---

ANNEX 3

ARRANGEMENT OF TYRE MARKINGS

(see paragraphs 3.1 and 3.2)

PART A:   DRIVE WHEEL TYRES FOR AGRICULTURAL TRACTORS

Example of the markings to be borne by types of tyres complying with this Regulation

Image 62

Minimum heights of markings (mm)

| Tyres of Nominal Section Width | TYRES OF RIM DIAMETER CODE |
| --- | --- |
| UP TO 12 | 13 TO 19,5 | 20 AND ABOVE |
| up to 130 | b = 4
  c = 4 | b = 6
  c = 4 | b = 9
  c = 4 |
| 135 to 235 | b = 6
  c = 4 | b = 6
  c = 4 | b = 9
  c = 4 |
| 240 and above | b = 9
  c = 4 | b = 9
  c = 4 | b = 9
  c = 4 |

Tyres of Nominal Section Width

TYRES OF RIM DIAMETER CODE

UP TO 12

13 TO 19,5

20 AND ABOVE

up to 130

b = 4

c = 4

b = 6

c = 4

b = 9

c = 4

135 to 235

b = 6

c = 4

b = 6

c = 4

b = 9

c = 4

240 and above

b = 9

c = 4

b = 9

c = 4

b = 9

c = 4

These markings define a Drive wheel tyre:

| — | having a nominal section width of 360, |
| --- | --- |

—

having a nominal section width of 360,

| — | having a nominal aspect ratio of 70, |
| --- | --- |

—

having a nominal aspect ratio of 70,

| — | of radial ply structure (R), |
| --- | --- |

—

of radial ply structure (R),

| — | having a nominal rim diameter of 610 for which the code is 24, |
| --- | --- |

—

having a nominal rim diameter of 610 for which the code is 24,

| — | having a load capacity of 1 250 kg, corresponding to load index 116 in annex 4, |
| --- | --- |

—

having a load capacity of 1 250 kg, corresponding to load index 116 in annex 4,

| — | classified in the speed category A8 (reference speed 40 km/h), |
| --- | --- |

—

classified in the speed category A8 (reference speed 40 km/h),

| — | allowed to be used additionally at 50 km/h (speed category symbol B) with a load capacity of 1 150 kg corresponding to the load capacity index 113 shown in annex 4, |
| --- | --- |

—

allowed to be used additionally at 50 km/h (speed category symbol B) with a load capacity of 1 150 kg corresponding to the load capacity index 113 shown in annex 4,

| — | for fitting without an inner tube (‘tubeless’), |
| --- | --- |

—

for fitting without an inner tube (‘tubeless’),

| — | having a special tread (‘R-2’), |
| --- | --- |

—

having a special tread (‘R-2’),

| — | manufactured during the twenty-fifth week of the year 2006
  (see paragraph 3.2 of the Regulation). |
| --- | --- |

—

manufactured during the twenty-fifth week of the year 2006

(see paragraph 3.2 of the Regulation).

The positioning and order of the markings constituting the tyre designation are as follows:

| (a) | the size designation, comprising the prefix (if any), the nominal section width, the nominal aspect ratio, the type-of-structure symbol (where applicable) and the nominal rim diameter, must be grouped as shown in the examples:
  360/70 R 24, IF 360/70 R 24, VF 360/70 R 24. |
| --- | --- |

(a)

the size designation, comprising the prefix (if any), the nominal section width, the nominal aspect ratio, the type-of-structure symbol (where applicable) and the nominal rim diameter, must be grouped as shown in the examples:

360/70 R 24, IF 360/70 R 24, VF 360/70 R 24.

| (b) | the service description (load index and the speed category symbol) is placed near the size designation. It may either precede or follow it or be placed above or below it; |
| --- | --- |

(b)

the service description (load index and the speed category symbol) is placed near the size designation. It may either precede or follow it or be placed above or below it;

| (c) | the symbols ‘TUBELESS’, ‘R-2’ or ‘DEEP’, the optional word ‘RADIAL’ and the date of production may be at a distance from the size designation. |
| --- | --- |

(c)

the symbols ‘TUBELESS’, ‘R-2’ or ‘DEEP’, the optional word ‘RADIAL’ and the date of production may be at a distance from the size designation.

| (d) | the marking of the additional Service Description inside the circle may show either the speed category symbol after or below the load index. |
| --- | --- |

(d)

the marking of the additional Service Description inside the circle may show either the speed category symbol after or below the load index.

PART B:   STEERING WHEEL TYRES FOR AGRICULTURAL AND FORESTRY TRACTORS

Example of the markings to be borne by types of tyres complying with this Regulation

Image 63

Minimum heights of markings (mm)

| Tyres of Nominal Section Width | TYRES OF RIM DIAMETER CODE |
| --- | --- |
| UP TO 12 | 13 TO 19,5 | 20 AND ABOVE |
| up to 130 | b = 4
  c = 4 | b = 6
  c = 4 | b = 9
  c = 4 |
| 135 to 235 | b = 6
  c = 4 | b = 6
  c = 4 | b = 9
  c = 4 |
| 240 and above | b = 9
  c = 4 | b = 9
  c = 4 | b = 9
  c = 4 |

Tyres of Nominal Section Width

TYRES OF RIM DIAMETER CODE

UP TO 12

13 TO 19,5

20 AND ABOVE

up to 130

b = 4

c = 4

b = 6

c = 4

b = 9

c = 4

135 to 235

b = 6

c = 4

b = 6

c = 4

b = 9

c = 4

240 and above

b = 9

c = 4

b = 9

c = 4

b = 9

c = 4

These markings define a steering wheel tyre:

| — | having a nominal section width of 250, |
| --- | --- |

—

having a nominal section width of 250,

| — | having a nominal aspect ratio of 70, |
| --- | --- |

—

having a nominal aspect ratio of 70,

| — | of radial-ply structure (R), |
| --- | --- |

—

of radial-ply structure (R),

| — | having a nominal rim diameter of 405 mm, for which the code is 16, designed for the equipment of non-driven steering axles of agricultural tractors (FRONT), |
| --- | --- |

—

having a nominal rim diameter of 405 mm, for which the code is 16, designed for the equipment of non-driven steering axles of agricultural tractors (FRONT),

| — | having load capacities of 925 kg, corresponding to the load capacity index 105 shown in annex 4, |
| --- | --- |

—

having load capacities of 925 kg, corresponding to the load capacity index 105 shown in annex 4,

| — | classified in the nominal speed category A6 (reference speed 30 km/h), |
| --- | --- |

—

classified in the nominal speed category A6 (reference speed 30 km/h),

| — | for fitting without an inner tube ‘tubeless’, and, |
| --- | --- |

—

for fitting without an inner tube ‘tubeless’, and,

| — | manufactured during the twenty-fifth week of the year 2006
  (see paragraph 3.2 of the Regulation). |
| --- | --- |

—

manufactured during the twenty-fifth week of the year 2006

(see paragraph 3.2 of the Regulation).

The positioning and order of the markings constituting the tyre designation are as follows:

| (a) | the size designation, comprising the nominal section width, the nominal aspect ratio, the type-of-structure symbol (where applicable), the nominal rim diameter and, optionally the letters ‘FRONT’, must be grouped as shown in the above example: 250/70 R 16 FRONT; |
| --- | --- |

(a)

the size designation, comprising the nominal section width, the nominal aspect ratio, the type-of-structure symbol (where applicable), the nominal rim diameter and, optionally the letters ‘FRONT’, must be grouped as shown in the above example: 250/70 R 16 FRONT;

| (b) | the service description (the load index and the speed category symbol) is placed together near the size designation. It may either precede or follow it or be placed above or below it; |
| --- | --- |

(b)

the service description (the load index and the speed category symbol) is placed together near the size designation. It may either precede or follow it or be placed above or below it;

| (c) | the symbol ‘TUBELESS’, the optional word ‘RADIAL’, the optional symbol ‘F-1’, and the date of manufacture may be at a distance from the size designation. |
| --- | --- |

(c)

the symbol ‘TUBELESS’, the optional word ‘RADIAL’, the optional symbol ‘F-1’, and the date of manufacture may be at a distance from the size designation.

PART C:   IMPLEMENT TYRES

Example of the markings to be borne by types of tyres complying with this Regulation

Image 64

Minimum heights of markings (mm)

| Tyres of Nominal Section Width | TYRES OF RIM DIAMETER CODE |
| --- | --- |
| UP TO 12 | 13 TO 19,5 | 20 AND ABOVE |
| up to 130 | b = 4
  c = 4
  d = 7 | b = 6
  c = 4
  d = 12 | b = 9
  c = 4
  d = 12 |
| 135 to 235 | b = 6
  c = 4
  d = 12 | b = 6
  c = 4
  d = 12 | b = 9
  c = 4
  d = 12 |
| 240 and above | b = 9
  c = 4
  d = 12 | b = 9
  c = 4
  d = 12 | b = 9
  c = 4
  d = 12 |

Tyres of Nominal Section Width

TYRES OF RIM DIAMETER CODE

UP TO 12

13 TO 19,5

20 AND ABOVE

up to 130

b = 4

c = 4

d = 7

b = 6

c = 4

d = 12

b = 9

c = 4

d = 12

135 to 235

b = 6

c = 4

d = 12

b = 6

c = 4

d = 12

b = 9

c = 4

d = 12

240 and above

b = 9

c = 4

d = 12

b = 9

c = 4

d = 12

b = 9

c = 4

d = 12

These markings define an implement tyre:

| — | having a nominal section width of 250, |
| --- | --- |

—

having a nominal section width of 250,

| — | having a nominal aspect ratio of 70, |
| --- | --- |

—

having a nominal aspect ratio of 70,

| — | of radial-ply structure (R), |
| --- | --- |

—

of radial-ply structure (R),

| — | having a nominal rim diameter of 508 mm, for which the code is 20, |
| --- | --- |

—

having a nominal rim diameter of 508 mm, for which the code is 20,

| — | designed primarily for the equipment of implements, agricultural machinery or agricultural trailers (IMP), |
| --- | --- |

—

designed primarily for the equipment of implements, agricultural machinery or agricultural trailers (IMP),

| — | having load capacities of 690 kg corresponding to the load capacity index 95 shown in annex 4 when used on driven axles (traction application), as identified by the appropriate symbol, |
| --- | --- |

—

having load capacities of 690 kg corresponding to the load capacity index 95 shown in annex 4 when used on driven axles (traction application), as identified by the appropriate symbol,

| — | having load capacities of 1 000 kg when used on non-driven axles (trailer application) corresponding to the load capacity index 108 shown in annex 4, as identified by the appropriate symbol, |
| --- | --- |

—

having load capacities of 1 000 kg when used on non-driven axles (trailer application) corresponding to the load capacity index 108 shown in annex 4, as identified by the appropriate symbol,

| — | both applications being classified in the nominal speed category A6 (reference speed 30 km/h), |
| --- | --- |

—

both applications being classified in the nominal speed category A6 (reference speed 30 km/h),

| — | for fitting without an inner tube ‘tubeless’, and |
| --- | --- |

—

for fitting without an inner tube ‘tubeless’, and

| — | manufactured during the twenty-fifth week of the year 2006
  (see paragraph 3.2 of the Regulation). |
| --- | --- |

—

manufactured during the twenty-fifth week of the year 2006

(see paragraph 3.2 of the Regulation).

The positioning and order of the markings constituting the tyre designation are as follows:

| (a) | the size designation, comprising the nominal section width, the nominal aspect ratio, the type-of-structure symbol (where applicable), the nominal rim diameter and optionally the letters ‘IMP’ must be grouped as shown in the above example: 250/70 R 20 IMP; |
| --- | --- |

(a)

the size designation, comprising the nominal section width, the nominal aspect ratio, the type-of-structure symbol (where applicable), the nominal rim diameter and optionally the letters ‘IMP’ must be grouped as shown in the above example: 250/70 R 20 IMP;

| (b) | the service description (the load index and the speed category symbol) and the relevant type of application symbol are placed together near the size designation. They may either precede or follow it or be placed above or below it; |
| --- | --- |

(b)

the service description (the load index and the speed category symbol) and the relevant type of application symbol are placed together near the size designation. They may either precede or follow it or be placed above or below it;

| (c) | the symbol ‘TUBELESS’, I-3 if any, the optional word ‘RADIAL’, the optional word ‘IMPLEMENT’ and the date of manufacture may be at a distance from the size designation. |
| --- | --- |

(c)

the symbol ‘TUBELESS’, I-3 if any, the optional word ‘RADIAL’, the optional word ‘IMPLEMENT’ and the date of manufacture may be at a distance from the size designation.

PART D:   TYRES FOR FORESTRY MACHINES

Example of the markings to be borne by types of tyres complying with this Regulation

Image 65

| MINIMUM HEIGHTS OF MARKINGS: | b: 9 mm | c: 4 mm |
| --- | --- | --- |

MINIMUM HEIGHTS OF MARKINGS:

b: 9 mm

c: 4 mm

These markings define a tyre for forestry machines (LS):

| (a) | having a nominal section width of 600, |
| --- | --- |

(a)

having a nominal section width of 600,

| (b) | having a nominal aspect ratio of 55, |
| --- | --- |

(b)

having a nominal aspect ratio of 55,

| (c) | of diagonal ply structure (-), |
| --- | --- |

(c)

of diagonal ply structure (-),

| (d) | having a nominal rim diameter of 673 mm for which the code is 26,5, |
| --- | --- |

(d)

having a nominal rim diameter of 673 mm for which the code is 26,5,

| (e) | having an intermediate tread (‘LS-2’), |
| --- | --- |

(e)

having an intermediate tread (‘LS-2’),

| (f) | having a load capacity of 3 750 kg, corresponding to load index 154 in Annex 4, |
| --- | --- |

(f)

having a load capacity of 3 750 kg, corresponding to load index 154 in Annex 4,

| (g) | classified in the speed category A8 (reference speed 40 km/h), |
| --- | --- |

(g)

classified in the speed category A8 (reference speed 40 km/h),

| (h) | for fitting without an inner tube (‘tubeless’), |
| --- | --- |

(h)

for fitting without an inner tube (‘tubeless’),

| (i) | manufactured during the twenty-fifth week of the year 2006 (see paragraph 3.2 of the Regulation). |
| --- | --- |

(i)

manufactured during the twenty-fifth week of the year 2006 (see paragraph 3.2 of the Regulation).

The positioning and order of the markings constituting the tyre designation are as follows:

| (a) | the size designation, comprising the nominal section width, the nominal aspect ratio, the type of structure symbol (where applicable) and the nominal rim diameter, must be grouped as shown in the above example: 600/55 – 26,5; |
| --- | --- |

(a)

the size designation, comprising the nominal section width, the nominal aspect ratio, the type of structure symbol (where applicable) and the nominal rim diameter, must be grouped as shown in the above example: 600/55 – 26,5;

| (b) | the inscription ‘LS’, followed by the number 1, 2, 3 or 4 as appropriate, is placed after the size designation, as shown in the above example: LS-2; |
| --- | --- |

(b)

the inscription ‘LS’, followed by the number 1, 2, 3 or 4 as appropriate, is placed after the size designation, as shown in the above example: LS-2;

| (c) | the service description (load index and the speed category symbol) is placed near the size designation. It may either precede or follow it or be placed above or below it; |
| --- | --- |

(c)

the service description (load index and the speed category symbol) is placed near the size designation. It may either precede or follow it or be placed above or below it;

| (d) | the symbols ‘TUBELESS’ and the date of production may be at a distance from the size designation. |
| --- | --- |

(d)

the symbols ‘TUBELESS’ and the date of production may be at a distance from the size designation.

---

ANNEX 4

List of load capacity indices (LI) and corresponding maximum mass to be carried (kg)

(see paragraph 2.28)

| LI | kg |
| --- | --- |
| 1 | 46,2 |
| 2 | 47,5 |
| 3 | 48,7 |
| 4 | 50 |
| 5 | 51,5 |
| 6 | 53 |
| 7 | 54,5 |
| 8 | 56 |
| 9 | 58 |
| 10 | 60 |
| 11 | 61,5 |
| 12 | 63 |
| 13 | 65 |
| 14 | 67 |
| 15 | 69 |
| 16 | 71 |
| 17 | 73 |
| 18 | 75 |
| 19 | 77,5 |
| 20 | 80 |
| 21 | 82,5 |
| 22 | 85 |
| 23 | 87,5 |
| 24 | 90 |
| 25 | 92,5 |
| 26 | 95 |
| 27 | 97,5 |
| 28 | 100 |
| 29 | 103 |
| 30 | 106 |
| 31 | 109 |
| 32 | 112 |
| 33 | 115 |
| 34 | 118 |
| 35 | 121 |
| 36 | 125 |
| 37 | 128 |
| 38 | 132 |
| 39 | 136 |
| 40 | 140 |
| 41 | 145 |
| 42 | 150 |
| 43 | 155 |
| 44 | 160 |
| 45 | 165 |
| 46 | 170 |
| 47 | 175 |
| 48 | 180 |
| 49 | 185 |
| 50 | 190 |
| 51 | 195 |
| 52 | 200 |
| 53 | 206 |
| 54 | 212 |
| 55 | 218 |
| 56 | 224 |
| 57 | 230 |
| 58 | 236 |
| 59 | 243 |
| 60 | 250 |
| 61 | 257 |
| 62 | 265 |
| 63 | 272 |
| 64 | 280 |
| 65 | 290 |
| 66 | 300 |
| 67 | 307 |
| 68 | 315 |
| 69 | 325 |
| 70 | 335 |
| 71 | 345 |
| 72 | 355 |
| 73 | 365 |
| 74 | 375 |
| 75 | 387 |
| 76 | 400 |
| 77 | 412 |
| 78 | 425 |
| 79 | 437 |
| 80 | 450 |
| 81 | 462 |
| 82 | 475 |
| 83 | 487 |
| 84 | 500 |
| 85 | 515 |
| 86 | 530 |
| 87 | 545 |
| 88 | 560 |
| 89 | 580 |
| 90 | 600 |
| 91 | 615 |
| 92 | 630 |
| 93 | 650 |
| 94 | 670 |
| 95 | 690 |
| 96 | 710 |
| 97 | 730 |
| 98 | 750 |
| 99 | 775 |
| 100 | 800 |
| 101 | 825 |
| 102 | 850 |
| 103 | 875 |
| 104 | 900 |
| 105 | 925 |
| 106 | 950 |
| 107 | 975 |
| 108 | 1 000 |
| 109 | 1 030 |
| 110 | 1 060 |
| 111 | 1 090 |
| 112 | 1 120 |
| 113 | 1 150 |
| 114 | 1 180 |
| 115 | 1 215 |
| 116 | 1 250 |
| 117 | 1 285 |
| 118 | 1 320 |
| 119 | 1 360 |
| 120 | 1 400 |
| 121 | 1 450 |
| 122 | 1 500 |
| 123 | 1 550 |
| 124 | 1 600 |
| 125 | 1 650 |
| 126 | 1 700 |
| 127 | 1 750 |
| 128 | 1 800 |
| 129 | 1 850 |
| 130 | 1 900 |
| 131 | 1 950 |
| 132 | 2 000 |
| 133 | 2 060 |
| 134 | 2 120 |
| 135 | 2 180 |
| 136 | 2 240 |
| 137 | 2 300 |
| 138 | 2 360 |
| 139 | 2 430 |
| 140 | 2 500 |
| 141 | 2 575 |
| 142 | 2 650 |
| 143 | 2 725 |
| 144 | 2 800 |
| 145 | 2 900 |
| 146 | 3 000 |
| 147 | 3 075 |
| 148 | 3 150 |
| 149 | 3 250 |
| 150 | 3 350 |
| 151 | 3 450 |
| 152 | 3 550 |
| 153 | 3 650 |
| 154 | 3 750 |
| 155 | 3 875 |
| 156 | 4 000 |
| 157 | 4 125 |
| 158 | 4 250 |
| 159 | 4 375 |
| 160 | 4 500 |
| 161 | 4 625 |
| 162 | 4 750 |
| 163 | 4 875 |
| 164 | 5 000 |
| 165 | 5 150 |
| 166 | 5 300 |
| 167 | 5 450 |
| 168 | 5 600 |
| 169 | 5 800 |
| 170 | 6 000 |
| 171 | 6 150 |
| 172 | 6 300 |
| 173 | 6 500 |
| 174 | 6 700 |
| 175 | 6 900 |
| 176 | 7 100 |
| 177 | 7 300 |
| 178 | 7 500 |
| 179 | 7 750 |
| 180 | 8 000 |
| 181 | 8 250 |
| 182 | 8 500 |
| 183 | 8 750 |
| 184 | 9 000 |
| 185 | 9 250 |
| 186 | 9 500 |
| 187 | 9 750 |
| 188 | 10 000 |
| 189 | 10 300 |
| 190 | 10 600 |
| 191 | 10 900 |
| 192 | 11 200 |
| 193 | 11 500 |
| 194 | 11 800 |
| 195 | 12 150 |
| 196 | 12 500 |
| 197 | 12 850 |
| 198 | 13 200 |
| 199 | 13 600 |
| 200 | 14 000 |

LI

kg

1

46,2

2

47,5

3

48,7

4

50

5

51,5

6

53

7

54,5

8

56

9

58

10

60

11

61,5

12

63

13

65

14

67

15

69

16

71

17

73

18

75

19

77,5

20

80

21

82,5

22

85

23

87,5

24

90

25

92,5

26

95

27

97,5

28

100

29

103

30

106

31

109

32

112

33

115

34

118

35

121

36

125

37

128

38

132

39

136

40

140

41

145

42

150

43

155

44

160

45

165

46

170

47

175

48

180

49

185

50

190

51

195

52

200

53

206

54

212

55

218

56

224

57

230

58

236

59

243

60

250

61

257

62

265

63

272

64

280

65

290

66

300

67

307

68

315

69

325

70

335

71

345

72

355

73

365

74

375

75

387

76

400

77

412

78

425

79

437

80

450

81

462

82

475

83

487

84

500

85

515

86

530

87

545

88

560

89

580

90

600

91

615

92

630

93

650

94

670

95

690

96

710

97

730

98

750

99

775

100

800

101

825

102

850

103

875

104

900

105

925

106

950

107

975

108

1 000

109

1 030

110

1 060

111

1 090

112

1 120

113

1 150

114

1 180

115

1 215

116

1 250

117

1 285

118

1 320

119

1 360

120

1 400

121

1 450

122

1 500

123

1 550

124

1 600

125

1 650

126

1 700

127

1 750

128

1 800

129

1 850

130

1 900

131

1 950

132

2 000

133

2 060

134

2 120

135

2 180

136

2 240

137

2 300

138

2 360

139

2 430

140

2 500

141

2 575

142

2 650

143

2 725

144

2 800

145

2 900

146

3 000

147

3 075

148

3 150

149

3 250

150

3 350

151

3 450

152

3 550

153

3 650

154

3 750

155

3 875

156

4 000

157

4 125

158

4 250

159

4 375

160

4 500

161

4 625

162

4 750

163

4 875

164

5 000

165

5 150

166

5 300

167

5 450

168

5 600

169

5 800

170

6 000

171

6 150

172

6 300

173

6 500

174

6 700

175

6 900

176

7 100

177

7 300

178

7 500

179

7 750

180

8 000

181

8 250

182

8 500

183

8 750

184

9 000

185

9 250

186

9 500

187

9 750

188

10 000

189

10 300

190

10 600

191

10 900

192

11 200

193

11 500

194

11 800

195

12 150

196

12 500

197

12 850

198

13 200

199

13 600

200

14 000

---

ANNEX 5

Theoretical rim, outer diameter and nominal section width of tyres of certain size designations

Table 1

Agricultural Steering Wheels — Normal and Low Section Sizes

| Tyre size Designation | Theoretical rim width code (A1) | Nominal section Width (S1)
  (mm) | Overall diameter (D)
  (mm) | Nominal rim Diameter (d)
  (mm) |
| --- | --- | --- | --- | --- |
| 4,00 - 9 | 3 | 112 | 460 | 229 |
| 4,00 - 12 | 3 | 112 | 535 | 305 |
| 4,00 - 15 | 3 | 112 | 610 | 381 |
| 4,00 - 16 | 3 | 112 | 630 | 406 |
| 4,00 - 19 | 3 | 112 | 712 | 483 |
| 4,50 - 10 | 3 | 121 | 505 | 254 |
| 4,50 - 16 | 3 | 122 | 655 | 406 |
| 4,50 - 19 | 3 | 122 | 736 | 483 |
| 5,00 - 10 | 3 | 130 | 530 | 254 |
| 5,00 - 12 | 3 | 130 | 580 | 305 |
| 5,00 - 15 | 4 | 140 | 655 | 381 |
| 5,00 - 16 | 4 | 140 | 680 | 406 |
| 5,50 - 16 | 4 | 150 | 710 | 406 |
| 6,00 - 14 | 5 | 169 | 688 | 356 |
| 6,00 - 16 | 4,5 | 165 | 735 | 406 |
| 6,00 - 18 | 4 | 160 | 790 | 457 |
| 6,00 - 19 | 4,5 | 165 | 814 | 483 |
| 6,00 - 20 | 4,5 | 165 | 840 | 508 |
| 6,50 - 10 | 4,5 | 175 | 608 | 254 |
| 6,50 - 16 | 4,5 | 175 | 760 | 406 |
| 6,50 - 20 | 4,5 | 175 | 865 | 508 |
| 7,50 - 16 | 5,5 | 205 | 805 | 406 |
| 7,50 - 18 | 5,5 | 205 | 860 | 457 |
| 7,50 - 20 | 5,5 | 205 | 915 | 508 |
| 8,00 - 16 | 5,5 | 211 | 813 | 406 |
| 9,00 - 16 | 6 | 234 | 855 | 406 |
| 9,50 - 20 | 7 | 254 | 978 | 508 |
| 10,00 - 16 | 8 | 274 | 895 | 406 |
| 11,00 - 16 | 10 | 315 | 965 | 406 |
| 11,00 - 24 | 10 | 315 | 1 170 | 610 |
| Low Section Height |
| 7,5L - 15 | 6 | 210 | 745 | 381 |
| 8,25/85 - 15 | 6 | 210 | 745 | 381 |
| 9,5L - 15 | 8 | 240 | 785 | 381 |
| 9,5/85 - 15 | 8 | 240 | 785 | 381 |
| 11L - 15 | 8 | 280 | 815 | 381 |
| 11,5/75 - 15 | 8 | 280 | 815 | 381 |
| 7,5L - 16 | 6 | 208 | 746 | 406 |
| 11L - 16 | 8 | 279 | 840 | 406 |
| 14L - 16,1 | 11 | 360 | 985 | 409 |
| 14,0/80 - 16,1 | 11 | 360 | 985 | 409 |
| 14,5/75 - 16,1 | 11 | 373 | 940 | 409 |
| 16,5L - 16,1 | 14 | 419 | 1 072 | 409 |

Tyre size Designation

Theoretical rim width code (A1)

Nominal section Width (S1)

(mm)

Overall diameter (D)

(mm)

Nominal rim Diameter (d)

(mm)

4,00 - 9

3

112

460

229

4,00 - 12

3

112

535

305

4,00 - 15

3

112

610

381

4,00 - 16

3

112

630

406

4,00 - 19

3

112

712

483

4,50 - 10

3

121

505

254

4,50 - 16

3

122

655

406

4,50 - 19

3

122

736

483

5,00 - 10

3

130

530

254

5,00 - 12

3

130

580

305

5,00 - 15

4

140

655

381

5,00 - 16

4

140

680

406

5,50 - 16

4

150

710

406

6,00 - 14

5

169

688

356

6,00 - 16

4,5

165

735

406

6,00 - 18

4

160

790

457

6,00 - 19

4,5

165

814

483

6,00 - 20

4,5

165

840

508

6,50 - 10

4,5

175

608

254

6,50 - 16

4,5

175

760

406

6,50 - 20

4,5

175

865

508

7,50 - 16

5,5

205

805

406

7,50 - 18

5,5

205

860

457

7,50 - 20

5,5

205

915

508

8,00 - 16

5,5

211

813

406

9,00 - 16

6

234

855

406

9,50 - 20

7

254

978

508

10,00 - 16

8

274

895

406

11,00 - 16

10

315

965

406

11,00 - 24

10

315

1 170

610

Low Section Height

7,5L - 15

6

210

745

381

8,25/85 - 15

6

210

745

381

9,5L - 15

8

240

785

381

9,5/85 - 15

8

240

785

381

11L - 15

8

280

815

381

11,5/75 - 15

8

280

815

381

7,5L - 16

6

208

746

406

11L - 16

8

279

840

406

14L - 16,1

11

360

985

409

14,0/80 - 16,1

11

360

985

409

14,5/75 - 16,1

11

373

940

409

16,5L - 16,1

14

419

1 072

409

Notes:

| 1. | Agricultural steering wheels tyres are identified either by suffix ‘Front’ placed after the Tyre size designation (e.g. 4,00 - 9 Front) or by one of the following additional markings added to the Tyre sidewalls: ‘F–1’ or ‘F–2’. |
| --- | --- |

1.

| 2. | Tyres of radial structure are identified by means of the letter ‘R’ in place of ‘-’ (e.g. 4.00R9) |
| --- | --- |

2.

Table 2 (1 of 3)

Drive wheel Tyres for agricultural tractors — Normal Section Sizes

| Tyre size Designation | Theoretical rim width code (A1) | Nominal section Width (S1)
  (mm) | Overall Diameter (D)
  (mm) | Nominal rim Diameter (d)
  (mm) |
| --- | --- | --- | --- | --- |
| Radial | Diagonal | Radial | Diagonal |
| 4,00 - 7 | 3 | | 112 | | 410 | 178 |
| 4,00 - 8 | 3 | | 112 | | 435 | 203 |
| 4,00 - 9 | 3 | | 112 | | 460 | 229 |
| 4,00-10 | 3 | | 112 | | 485 | 254 |
| 4,00-12 | 3 | | 112 | | 535 | 305 |
| 4,00-18 | 3 | | 112 | | 690 | 457 |
| 4,00-12 | 3 | | 121 | | 505 | 254 |
| 5,0 -10 | 4 | | 135 | | 505 | 254 |
| 5,00-10 | 3 | | 130 | | 530 | 254 |
| 5,00-12 | 4 | | 145 | | 580 | 305 |
| 5,00-15 | 4 | | 145 | | 645 | 381 |
| 6,00-12 | 4 | | 160 | | 635 | 305 |
| 6,00-16 | 4 | | 160 | | 735 | 406 |
| 6,5-15 | 5 | | 167 | | 685 | 381 |
| 6,50-16 | 5 | | 175 | | 760 | 406 |
| 7,50-18 | 5,5 | | 205 | | 860 | 457 |
| 8,00-20 | 6 | | 220 | | 965 | 508 |
| 5-12 | 4 | | 127 | | 545 | 305 |
| 5-14 | 4 | | 127 | | 595 | 356 |
| 5-26 | 4 | | 127 | | 900 | 660 |
| 6-10 | 5 | | 157 | | 550 | 254 |
| 6-12 | 5 | | 157 | | 600 | 305 |
| 6-14 | 5 | | 157 | | 650 | 356 |
| 7-14 | 5 | | 173 | | 690 | 356 |
| 7-16 | 6 | | 183 | | 740 | 406 |
| 8-16 | 6 | | 201 | | 790 | 406 |
| 8-18 | 7 | | 211 | | 840 | 457 |
| 7,2-20 | 6 | | 183 | | 845 | 508 |
| 7,2-24 | 6 | | 183 | | 945 | 610 |
| 7,2-30 | 6 | | 183 | | 1 095 | 762 |
| 7,2-36 | 6 | | 183 | | 1 250 | 914 |
| 7,2-40 | 6 | | 183 | | 1 350 | 1 016 |
| 8,3-16 | 7 | | 211 | | 790 | 406 |
| 8,3-20 | 7 | | 211 | | 890 | 508 |
| 8,3-22 | 7 | | 211 | | 940 | 559 |
| 8,3-24 | 7 | 211 | 211 | 985 | 995 | 610 |
| 8,3-26 | 7 | | 211 | | 1 045 | 660 |
| 8,3-28 | 7 | | 211 | | 1 095 | 711 |
| 8,3-32 | 7 | 211 | 211 | 1 190 | 1 195 | 813 |
| 8,3-36 | 7 | 211 | 211 | 1 290 | 1 300 | 914 |
| 8,3-38 | 7 | | 211 | | 1 350 | 965 |
| 8,3-42 | 7 | 211 | 211 | 1 440 | 1 450 | 1 067 |
| 8,3-44 | 7 | 211 | 211 | 1 495 | 1 500 | 1 118 |
| 9,5-16 | 8 | | 241 | | 845 | 406 |
| 9,5-18 | 8 | | 241 | | 895 | 457 |
| 9,5-20 | 8 | 241 | 241 | 940 | 945 | 508 |
| 9,5-22 | 8 | | 241 | | 995 | 559 |
| 9,5-24 | 8 | 241 | 241 | 1 040 | 1 050 | 610 |
| 9,5-26 | 8 | | 241 | | 1 100 | 660 |
| 9,5-28 | 8 | 241 | | 1 140 | | 711 |
| 9,5-32 | 8 | | 241 | | 1 250 | 813 |
| 9,5-36 | 8 | 241 | 241 | 1 345 | 1 355 | 914 |
| 9,5-38 | 8 | | 241 | | 1 405 | 965 |
| 9,5-42 | 8 | | 241 | | 1 505 | 1 067 |
| 9,5-44 | 8 | 241 | 241 | 1 550 | 1 555 | 1 118 |
| 9,5-48 | 8 | 241 | 241 | 1 650 | 1 655 | 1 219 |

Tyre size Designation

Theoretical rim width code (A1)

Nominal section Width (S1)

(mm)

Overall Diameter (D)

(mm)

Nominal rim Diameter (d)

(mm)

Radial

Diagonal

Radial

Diagonal

4,00 - 7

3

112

410

178

4,00 - 8

3

112

435

203

4,00 - 9

3

112

460

229

4,00-10

3

112

485

254

4,00-12

3

112

535

305

4,00-18

3

112

690

457

4,00-12

3

121

505

254

5,0 -10

4

135

505

254

5,00-10

3

130

530

254

5,00-12

4

145

580

305

5,00-15

4

145

645

381

6,00-12

4

160

635

305

6,00-16

4

160

735

406

6,5-15

5

167

685

381

6,50-16

5

175

760

406

7,50-18

5,5

205

860

457

8,00-20

6

220

965

508

5-12

4

127

545

305

5-14

4

127

595

356

5-26

4

127

900

660

6-10

5

157

550

254

6-12

5

157

600

305

6-14

5

157

650

356

7-14

5

173

690

356

7-16

6

183

740

406

8-16

6

201

790

406

8-18

7

211

840

457

7,2-20

6

183

845

508

7,2-24

6

183

945

610

7,2-30

6

183

1 095

762

7,2-36

6

183

1 250

914

7,2-40

6

183

1 350

1 016

8,3-16

7

211

790

406

8,3-20

7

211

890

508

8,3-22

7

211

940

559

8,3-24

7

211

211

985

995

610

8,3-26

7

211

1 045

660

8,3-28

7

211

1 095

711

8,3-32

7

211

211

1 190

1 195

813

8,3-36

7

211

211

1 290

1 300

914

8,3-38

7

211

1 350

965

8,3-42

7

211

211

1 440

1 450

1 067

8,3-44

7

211

211

1 495

1 500

1 118

9,5-16

8

241

845

406

9,5-18

8

241

895

457

9,5-20

8

241

241

940

945

508

9,5-22

8

241

995

559

9,5-24

8

241

241

1 040

1 050

610

9,5-26

8

241

1 100

660

9,5-28

8

241

1 140

711

9,5-32

8

241

1 250

813

9,5-36

8

241

241

1 345

1 355

914

9,5-38

8

241

1 405

965

9,5-42

8

241

1 505

1 067

9,5-44

8

241

241

1 550

1 555

1 118

9,5-48

8

241

241

1 650

1 655

1 219

Table 2 (2 of 3)

Drive wheel Tyres for agricultural tractors — Normal Section Sizes

| Tyre size Designation | Theoretical rim width code (A1) | Nominal section Width (S1)
  (mm) | Overall Diameter (D)
  (mm) | Nominal rim Diameter (d)
  (mm) |
| --- | --- | --- | --- | --- |
| Radial | Diagonal | Radial | Diagonal |
| 11,2-18 | 10 | | 284 | | 955 | 457 |
| 11,2-20 | 10 | 284 | 284 | 995 | 1 005 | 508 |
| 11,2-24 | 10 | 284 | 284 | 1 095 | 1 105 | 610 |
| 11,2-26 | 10 | | 284 | | 1 155 | 660 |
| 11,2-28 | 10 | 284 | 284 | 1 200 | 1 205 | 711 |
| 11,2-36 | 10 | 284 | 284 | 1 400 | 1 410 | 914 |
| 11,2-38 | 10 | 284 | 284 | 1 455 | 1 460 | 965 |
| 11,2-42 | 10 | 284 | | 1 555 | | 1 067 |
| 11,2-44 | 10 | 284 | | 1 610 | | 1 118 |
| 11,2-48 | 10 | 284 | | 1 710 | | 1 219 |
| 12,4-16 | 11 | | 315 | | 956 | 406 |
| 12,4-20 | 11 | 315 | | 1 045 | | 508 |
| 12,4-24 | 11 | 315 | 315 | 1 145 | 1 160 | 610 |
| 12,4-26 | 11 | | 315 | | 1 210 | 660 |
| 12,4-28 | 11 | 315 | 315 | 1 250 | 1 260 | 711 |
| 12,4-30 | 11 | | 315 | | 1 310 | 762 |
| 12,4-32 | 11 | 315 | 315 | 1 350 | 1 360 | 813 |
| 12,4-36 | 11 | 315 | 315 | 1 450 | 1 465 | 914 |
| 12,4-38 | 11 | 315 | 315 | 1 500 | 1 515 | 965 |
| 12,4-42 | 11 | | 315 | | 1 615 | 1 067 |
| 12,4-46 | 11 | 315 | | 1 705 | | 1 168 |
| 12,4-52 | 11 | 315 | | 1 860 | | 1 321 |
| 13,6-16 | 12 | | 345 | | 1 005 | 406 |
| 13,6-24 | 12 | 345 | 345 | 1 190 | 1 210 | 610 |
| 13,6-26 | 12 | 345 | 345 | 1 260 | 1 260 | 660 |
| 13,6-28 | 12 | 345 | 345 | 1 295 | 1 310 | 711 |
| 13,6-36 | 12 | 345 | 345 | 1 500 | 1 515 | 914 |
| 13,6-38 | 12 | 345 | 345 | 1 550 | 1 565 | 965 |
| 13,6-48 | 12 | 345 | | 1 805 | | 1 219 |
| 13,9-36 | 12 | | 353 | | 1 478 | 965 |
| 14,9/80-24 | 12 | | 368 | | 1 215 | 610 |
| 14,9-20 | 13 | | 378 | | 1 165 | 508 |
| 14,9-24 | 13 | 378 | 378 | 1 245 | 1 265 | 610 |
| 14,9-26 | 13 | 378 | 378 | 1 295 | 1 315 | 660 |
| 14,9-28 | 13 | 378 | 378 | 1 350 | 1 365 | 711 |
| 14,9-30 | 13 | 378 | 378 | 1 400 | 1 415 | 762 |
| 14,9-38 | 13 | 378 | 378 | 1 600 | 1 615 | 965 |
| 14,9-46 | 13 | 378 | | 1 824 | | 1 168 |
| 15,5-38 | 14 | 394 | 394 | 1 565 | 1 570 | 965 |
| 16,9-24 | 15 | 429 | 429 | 1 320 | 1 335 | 610 |
| 16,9-26 | 15 | 429 | 429 | 1 370 | 1 385 | 660 |
| 16,9-28 | 15 | 429 | 429 | 1 420 | 1 435 | 711 |
| 16,9-30 | 15 | 429 | 429 | 1 475 | 1 485 | 762 |
| 16,9-34 | 15 | 429 | 429 | 1 575 | 1 585 | 864 |
| 16,9-38 | 15 | 429 | 429 | 1 675 | 1 690 | 965 |
| 16,9-42 | 15 | 429 | | 1 775 | | 1 067 |
| 18,4-16.1 | 16 | | 467 | | 1 137 | 409 |
| 18,4-24 | 16 | 467 | 467 | 1 395 | 1 400 | 610 |
| 18,4-26 | 16 | 467 | 467 | 1 440 | 1 450 | 660 |
| 18,4-28 | 16 | 467 | 467 | 1 490 | 1 501 | 711 |
| 18,4-30 | 16 | 467 | 467 | 1 545 | 1 550 | 762 |
| 18,4-34 | 16 | 467 | 467 | 1 645 | 1 650 | 864 |
| 18,4-38 | 16 | 467 | 467 | 1 750 | 1 750 | 965 |
| 18,4-42 | 16 | 467 | 467 | 1 850 | 1 850 | 1 067 |
| 18,4-46 | 16 | 467 | | 1 958 | | 1 168 |

Tyre size Designation

Theoretical rim width code (A1)

Nominal section Width (S1)

(mm)

Overall Diameter (D)

(mm)

Nominal rim Diameter (d)

(mm)

Radial

Diagonal

Radial

Diagonal

11,2-18

10

284

955

457

11,2-20

10

284

284

995

1 005

508

11,2-24

10

284

284

1 095

1 105

610

11,2-26

10

284

1 155

660

11,2-28

10

284

284

1 200

1 205

711

11,2-36

10

284

284

1 400

1 410

914

11,2-38

10

284

284

1 455

1 460

965

11,2-42

10

284

1 555

1 067

11,2-44

10

284

1 610

1 118

11,2-48

10

284

1 710

1 219

12,4-16

11

315

956

406

12,4-20

11

315

1 045

508

12,4-24

11

315

315

1 145

1 160

610

12,4-26

11

315

1 210

660

12,4-28

11

315

315

1 250

1 260

711

12,4-30

11

315

1 310

762

12,4-32

11

315

315

1 350

1 360

813

12,4-36

11

315

315

1 450

1 465

914

12,4-38

11

315

315

1 500

1 515

965

12,4-42

11

315

1 615

1 067

12,4-46

11

315

1 705

1 168

12,4-52

11

315

1 860

1 321

13,6-16

12

345

1 005

406

13,6-24

12

345

345

1 190

1 210

610

13,6-26

12

345

345

1 260

1 260

660

13,6-28

12

345

345

1 295

1 310

711

13,6-36

12

345

345

1 500

1 515

914

13,6-38

12

345

345

1 550

1 565

965

13,6-48

12

345

1 805

1 219

13,9-36

12

353

1 478

965

14,9/80-24

12

368

1 215

610

14,9-20

13

378

1 165

508

14,9-24

13

378

378

1 245

1 265

610

14,9-26

13

378

378

1 295

1 315

660

14,9-28

13

378

378

1 350

1 365

711

14,9-30

13

378

378

1 400

1 415

762

14,9-38

13

378

378

1 600

1 615

965

14,9-46

13

378

1 824

1 168

15,5-38

14

394

394

1 565

1 570

965

16,9-24

15

429

429

1 320

1 335

610

16,9-26

15

429

429

1 370

1 385

660

16,9-28

15

429

429

1 420

1 435

711

16,9-30

15

429

429

1 475

1 485

762

16,9-34

15

429

429

1 575

1 585

864

16,9-38

15

429

429

1 675

1 690

965

16,9-42

15

429

1 775

1 067

18,4-16.1

16

467

1 137

409

18,4-24

16

467

467

1 395

1 400

610

18,4-26

16

467

467

1 440

1 450

660

18,4-28

16

467

467

1 490

1 501

711

18,4-30

16

467

467

1 545

1 550

762

18,4-34

16

467

467

1 645

1 650

864

18,4-38

16

467

467

1 750

1 750

965

18,4-42

16

467

467

1 850

1 850

1 067

18,4-46

16

467

1 958

1 168

Table 2 (3 of 3)

Drive wheel Tyres for agricultural tractors — Normal and Low Section Sizes

| Tyre size Designation | Theoretical rim width code (A1) | Nominal section Width (S1)
  (mm) | Overall Diameter (D)
  (mm) | Nominal rim Diameter (d)
  (mm) |
| --- | --- | --- | --- | --- |
| Radial | Diagonal | Radial | Diagonal |
| 20,8-34 | 18 | 528 | 528 | 1 735 | 1 735 | 864 |
| 20,8-38 | 18 | 528 | 528 | 1 835 | 1 835 | 965 |
| 20,8-42 | 18 | 528 | 528 | 1 935 | 1 935 | 1 067 |
| 23,1-26 | 20 | 587 | 587 | 1 605 | 1 605 | 660 |
| 23,1-30 | 20 | 587 | 587 | 1 700 | 1 705 | 762 |
| 23,1-34 | 20 | 587 | 587 | 1 800 | 1 805 | 864 |
| 24,5-32 | 21 | 622 | 622 | 1 800 | 1 805 | 813 |
| Low Section Height |
| 7,5L-15 | 6 | | 210 | | 745 | 381 |
| 14,9LR-20 | 13 | 378 | | 1 100 | | 508 |
| 17,5L-24 | 15 | 445 | 445 | 1 241 | 1 265 | 610 |
| 19,5L-24 | 17 | 495 | 495 | 1 314 | 1 339 | 610 |
| 21L-24 | 18 | | 533 | | 1 402 | 610 |
| 28,1-26 | 25 | | 714 | | 1 615 | 660 |
| 28L-26 | 25 | 719 | 714 | 1 607 | 1 615 | 660 |
| 30,5L-32 | 27 | 775 | 775 | 1 820 | 1 820 | 813 |

Tyre size Designation

Theoretical rim width code (A1)

Nominal section Width (S1)

(mm)

Overall Diameter (D)

(mm)

Nominal rim Diameter (d)

(mm)

Radial

Diagonal

Radial

Diagonal

20,8-34

18

528

528

1 735

1 735

864

20,8-38

18

528

528

1 835

1 835

965

20,8-42

18

528

528

1 935

1 935

1 067

23,1-26

20

587

587

1 605

1 605

660

23,1-30

20

587

587

1 700

1 705

762

23,1-34

20

587

587

1 800

1 805

864

24,5-32

21

622

622

1 800

1 805

813

Low Section Height

7,5L-15

6

210

745

381

14,9LR-20

13

378

1 100

508

17,5L-24

15

445

445

1 241

1 265

610

19,5L-24

17

495

495

1 314

1 339

610

21L-24

18

533

1 402

610

28,1-26

25

714

1 615

660

28L-26

25

719

714

1 607

1 615

660

30,5L-32

27

775

775

1 820

1 820

813

Notes:

| 1. | The Tyre size designation may be suplemented by an additional figure: ex: 23,1/18 - 26
  instead of 23,1 - 26. |
| --- | --- |

1.

instead of 23,1 - 26.

| 2. | Tyres of radial structure are identified by means of the letter ‘R’ in place of ‘-’ (e.g. 23.1R26). |
| --- | --- |

2.

| 3. | Coefficient for the calculation of the overall width: + 8 % |
| --- | --- |

3.

Table 3

Drive wheel Tyres for agricultural tractors — Low Section Series

| Tyre size Designation | Theoretical rim width code (A1) | Nominal section Width (S1)
  (mm) | Overall diameter (D)
  (mm) | Nominal rim Diameter (d)
  (mm) |
| --- | --- | --- | --- | --- |
| 11,2/78-28 | 10 | 296 | 1 180 | 711 |
| 12,4/78-28 | 11 | 327 | 1 240 | 711 |
| 12,4/78-36 | 11 | 327 | 1 440 | 914 |
| 13,6/78-28 | 12 | 367 | 1 285 | 711 |
| 13,6/78-36 | 12 | 367 | 1 490 | 914 |
| 14,9/78-28 | 13 | 400 | 1 345 | 711 |
| 16,9/78-28 | 15 | 452 | 1 410 | 711 |
| 16,9/78-30 | 15 | 452 | 1 460 | 762 |
| 16,9/78-34 | 15 | 452 | 1 560 | 864 |
| 16,9/78-38 | 15 | 452 | 1 665 | 965 |
| 18,4/78-30 | 16 | 490 | 1 525 | 762 |
| 18,4/78-38 | 16 | 490 | 1 730 | 965 |

Tyre size Designation

Theoretical rim width code (A1)

Nominal section Width (S1)

(mm)

Overall diameter (D)

(mm)

Nominal rim Diameter (d)

(mm)

11,2/78-28

10

296

1 180

711

12,4/78-28

11

327

1 240

711

12,4/78-36

11

327

1 440

914

13,6/78-28

12

367

1 285

711

13,6/78-36

12

367

1 490

914

14,9/78-28

13

400

1 345

711

16,9/78-28

15

452

1 410

711

16,9/78-30

15

452

1 460

762

16,9/78-34

15

452

1 560

864

16,9/78-38

15

452

1 665

965

18,4/78-30

16

490

1 525

762

18,4/78-38

16

490

1 730

965

Table 4

Drive wheel Tyres for agricultural tractors — Low Section Series

| Tyre size Designation | Theoretical rim width code (A1) | Nominal section Width (S1)
  (mm) | Overall diameter (D)
  (mm) | Nominal rim Diameter (d)
  (mm) |
| --- | --- | --- | --- | --- |
| 300/70R20 | 9 | 295 | 952 | 508 |
| 320/70R20 | 10 | 319 | 982 | 508 |
| 320/70R24 | 10 | 319 | 1 094 | 610 |
| 320/70R28 | 10 | 319 | 1 189 | 711 |
| 360/70R20 | 11 | 357 | 1 042 | 508 |
| 360/70R24 | 11 | 357 | 1 152 | 610 |
| 360/70R28 | 11 | 357 | 1 251 | 711 |
| 380/70R20 | 12 | 380 | 1 082 | 508 |
| 380/70R24 | 12 | 380 | 1 190 | 610 |
| 380/70R28 | 12 | 380 | 1 293 | 711 |
| 420/70R24 | 13 | 418 | 1 248 | 610 |
| 420/70R28 | 13 | 418 | 1 349 | 711 |
| 420/70R30 | 13 | 418 | 1 398 | 762 |
| 480/70R24 | 15 | 479 | 1 316 | 610 |
| 480/70R26 | 15 | 479 | 1 372 | 660 |
| 480/70R28 | 15 | 479 | 1 421 | 711 |
| 480/70R30 | 15 | 479 | 1 478 | 762 |
| 480/70R34 | 15 | 479 | 1 580 | 864 |
| 480/70R38 | 15 | 479 | 1 681 | 965 |
| 520/70R26 | 16 | 516 | 1 456 | 660 |
| 520/70R30 | 16 | 516 | 1 536 | 762 |
| 520/70R34 | 16 | 516 | 1 640 | 864 |
| 520/70R38 | 16 | 516 | 1 749 | 965 |
| 580/70R38 | 18 | 577 | 1 827 | 965 |

Tyre size Designation

Theoretical rim width code (A1)

Nominal section Width (S1)

(mm)

Overall diameter (D)

(mm)

Nominal rim Diameter (d)

(mm)

300/70R20

9

295

952

508

320/70R20

10

319

982

508

320/70R24

10

319

1 094

610

320/70R28

10

319

1 189

711

360/70R20

11

357

1 042

508

360/70R24

11

357

1 152

610

360/70R28

11

357

1 251

711

380/70R20

12

380

1 082

508

380/70R24

12

380

1 190

610

380/70R28

12

380

1 293

711

420/70R24

13

418

1 248

610

420/70R28

13

418

1 349

711

420/70R30

13

418

1 398

762

480/70R24

15

479

1 316

610

480/70R26

15

479

1 372

660

480/70R28

15

479

1 421

711

480/70R30

15

479

1 478

762

480/70R34

15

479

1 580

864

480/70R38

15

479

1 681

965

520/70R26

16

516

1 456

660

520/70R30

16

516

1 536

762

520/70R34

16

516

1 640

864

520/70R38

16

516

1 749

965

580/70R38

18

577

1 827

965

Table 5

Agricultural Implement Tyres — Normal section Sizes

| Tyre size designation | Theoretical rim width code (A1) | Nominal section width (S1) | Overall diameter (D) | Nominal rim diameter (d) |
| --- | --- | --- | --- | --- |
| | (*) |
| (mm) | (mm) | (mm) |
| 125 - 15 IMP | 3,5 | 127 | 590 | | 381 |
| 140 - 6 IMP | 4,5 | 135 | 315 | | 152 |
| 165 - 15 IMP | 4,5 | 167 | 650 | | 381 |
| 2,50 - 4 IMP | 1,75 | 68 | 225 | | 102 |
| 2,75 - 4 IMP | 1,75 | 70 | 234 | | 102 |
| 2,50 - 8 IMP | 1,5 | 68 | 338 | | 203 |
| 3,00 - 4 IMP | 2,5 | 90 | 265 | | 102 |
| 3,00 - 8 IMP | 2,5 | 90 | 367 | | 203 |
| 3,00 - 10 IMP | 2,5 | 90 | 418 | | 254 |
| 3,25 - 8 IMP | 2,10 | 84 | 366 | | 203 |
| 3,25 - 16 IMP | 1,85 | 88 | 590 | | 406 |
| 4,10/3,50-4 IMP | 2,10 | 89 | 272 | | 101 |
| 3,50 - 5 IMP | 3 | 95 | 292 | | 127 |
| 3,50 - 6 IMP | 2,5 | 100 | 343 | | 152 |
| 3,50 - 8 IMP | 2,5 | 100 | 393 | | 203 |
| 3,50 - 16 IMP | 1,85 | 92 | 590 | | 406 |
| 4,00 - 4 IMP | 3 | 114 | 313 | | 102 |
| 4,00 - 5 IMP | 3 | 102 | 310 | | 127 |
| 4,00 - 6 IMP | 3 | 114 | 374 | | 152 |
| 4,00 - 8 IMP | 3 | 112 | 418 | 425 | 203 |
| 4,00 - 9 IMP | 3 | 112 | 443 | 460 | 229 |
| 4,0 - 10 IMP | 3 | 114 | 455 | 465 | 254 |
| 4,00 - 10 IMP | 3 | 114 | 465 | 475 | 254 |
| 4,00 - 12 IMP | 3 | 112 | 519 | 536 | 305 |
| 4,00 - 15 IMP | 3 | 112 | 595 | 612 | 381 |
| 4,00 - 16 IMP | 3 | 114 | 608 | | 406 |
| 4,00 - 18 IMP | 3 | 112 | 672 | 688 | 457 |
| 4,00 - 19 IMP | 3 | 114 | 672 | | 483 |
| 4,00 - 21 IMP | 3 | 112 | 694 | | 533 |
| 4,00/4,50 - 21 IMP | | 110 | 765 | | 533 |
| 4,10 - 4 IMP | 3,25 | 102 | 765 | | 102 |
| 4,10 - 6 IMP | 3,25 | 102 | 268 | | 152 |
| 4,50 - 9 IMP | 3 | 124 | 319 | | 229 |
| 4,50 - 14 IMP | 3 | 124 | 466 | | 356 |
| 4,50 - 16 IMP | 3 | 123 | 593 | | 406 |
| 4,50 - 19 IMP | 3 | 124 | 720 | 733 | 483 |
| 4,80 - 8 IMP | 3,75 | 121 | 423 | 449 | 203 |
| 5,00 - 8 IMP | 4 | 145 | 467 | | 203 |
| 5,00 - 9 IMP | 3,5 | 141 | 497 | | 229 |
| 5,0 - 10 IMP | 4 | 145 | 505 | 517 | 254 |
| 5,0 - 12 IMP | 4 | 145 | 566 | | 305 |
| 5,00 - 12 IMP | 4 | 145 | 567 | 580 | 305 |
| 5,00 - 14 IMP | 4 | 145 | 618 | 631 | 356 |
| 5,0 - 15 IMP | 4 | 145 | 642 | | 381 |
| 5,00 - 15 IMP | 3 | 130 | 639 | 655 | 381 |
| 5,00 - 16 IMP | 4 | 145 | 669 | | 406 |
| 5,00/5,25 - 21 IMP | 3 | 136 | 824 | | 533 |
| 5,50 - 16 IMP | 4 | 150 | 685 | 703 | 406 |
| 5,70 - 12 IMP | 4,5 | 146 | 570 | | 305 |
| 5,70 - 15 IMP | 4,5 | 146 | 647 | | 381 |
| 5,90 - 15 IMP | 4 | 150 | 665 | 681 | 381 |
| 6 - 6 IMP | 4 | 145 | 425 | | 152 |
| 6,00 - 9 IMP | 4,5 | 169 | 543 | 556 | 229 |
| 6 - 12 IMP | 5 | 145 | 585 | | 305 |
| 6,0 - 12 IMP | 5 | 155 | 569 | | 305 |
| 6,00 - 12 IMP | 5 | 152 | 579 | | 305 |
| 6,00 - 16 IMP | 4 | 158 | 712 | 729 | 406 |
| 6,00 - 19 IMP | 4,5 | 169 | 810 | | 483 |
| 6,00 - 20 IMP | 4,5 | 169 | 830 | | 508 |
| 6,40 - 15 IMP | 4,5 | 163 | 684 | | 381 |
| 6,5 - 15 IMP | 5 | 163 | 674 | | 381 |
| 6,50 - 10 IMP | 5 | 178 | 597 | | 254 |
| 6,50 - 16 IMP | 4,5 | 173 | 735 | 754 | 406 |
| 6,50 - 20 IMP | 5 | 176 | 850 | | 508 |
| 6,70 - 15 IMP | 4,5 | 182 | 704 | 720 | 381 |
| 6,90 - 9 IMP | 5,5 | 175 | 545 | | 229 |
| 7,00- 12 IMP | 5 | 187 | 667 | 685 | 305 |
| 7,00 - 14 IMP | 5 | 170 | 691 | | 356 |
| 7,00 - 15 IMP | 5,5 | 200 | 744 | | 381 |
| 7,00 - 16 IMP | 5,5 | 200 | 769 | | 406 |
| 7,00 - 18 IMP | 5,5 | 200 | 820 | | 457 |
| 7,00 - 19 IMP | 5,5 | 200 | 845 | | 483 |
| 7,50 - 10 IMP | 6 | 214 | 634 | 649 | 254 |
| 7,50 - 14 IMP | 5,5 | 194 | 686 | | 356 |
| 7,50 - 15 IMP | 6 | 215 | 808 | | 381 |
| 7,50 - 16 IMP | 5,5 | 202 | 785 | 801 | 406 |
| 7,50 - 18 IMP | 5,5 | 202 | 836 | 852 | 457 |
| 7,50 - 20 IMP | 5,5 | 202 | 887 | 903 | 508 |
| 7,50 - 24 IMP | 5,5 | 202 | 989 | 1 013 | 610 |
| 7,60 - 15 IMP | 5,5 | 193 | 734 | 751 | 381 |
| 8 - 16 IMP | 6 | 211 | 795 | | 406 |
| 8,00 - 6 IMP | 7 | 203 | 452 | | 152 |
| 8,00 - 12 IMP | 5 | 214 | 710 | | 305 |
| 8,00 - 16 IMP | 6 | 206 | 808 | | 406 |
| 8,00 - 19 IMP | 6 | 214 | 888 | | 483 |
| 8,00 - 20 IMP | 6 | 214 | 945 | | 508 |
| 8,25 - 15 IMP | 6,5 | 237 | 835 | | 381 |
| 8,25 - 16 IMP | 6 | 229 | 832 | | 406 |
| 8,25 - 20 IMP | 6 | 229 | 934 | | 508 |
| 9,00 - 10 IMP | 6 | 234 | 696 | | 254 |
| 9,00 - 13 IMP | 5,5 | 247 | 814 | | 330 |
| 9,00- 15 IMP | 5,5 | 247 | 850 | | 381 |
| 9,00 - 16 IMP | 6 | 234 | 48 | | 406 |
| 9,00 - 24 IMP | 8 | 272 | 1 094 | | 610 |
| 10,00 - 12 IMP | 6,5 | 262 | 790 | | 305 |
| 10,00 - 15 IMP | 8 | 274 | 853 | | 381 |
| 10,00 - 16 IMP | 8 | 274 | 895 | | 406 |
| 10,50 - 16 IMP | 6,5 | 280 | 955 | | 406 |
| 11,00 - 12 IMP | 6,5 | 277 | 835 | | 305 |
| 11,00 - 16 IMP | 6,5 | 277 | 937 | | 406 |
| 11,0 - 20 IMP | 9 | 285 | 950 | | 508 |
| 11,25 - 24 IMP | 10 | 325 | 1 171 | | 610 |
| 11,25 - 28 IMP | 10 | 325 | 1 273 | | 711 |
| 11,5 - 24 IMP | 10 | 305 | 1 070 | | 610 |
| 13,50 - 16,1 IMP | 11 | 353 | 1 021 | 1 043 | 409 |
| 14,0 - 24 IMP | 12 | 370 | 1 170 | | 610 |
| 15,0 - 24 IMP | 13 | 400 | 1 210 | | 610 |
| 15,0 - 28 IMP | 13 | 400 | 1 310 | | 711 |
| 17,0 - 28 IMP | 15 | 455 | 1 390 | | 711 |
| 17,0 - 30 IMP | 15 | 455 | 1 440 | | 762 |
| 18,5 - 34 IMP | 16 | 490 | 1 600 | | 864 |
| 20 - 20 IMP | 14 | 520 | 1 270 | | 508 |
| 190-8 IMP | 5,50 | 182 | 430 | | 203 |

Tyre size designation

Theoretical rim width code (A1)

Nominal section width (S1)

Overall diameter (D)

Nominal rim diameter (d)

(*)

(mm)

(mm)

(mm)

125 - 15 IMP

3,5

127

590

381

140 - 6 IMP

4,5

135

315

152

165 - 15 IMP

4,5

167

650

381

2,50 - 4 IMP

1,75

68

225

102

2,75 - 4 IMP

1,75

70

234

102

2,50 - 8 IMP

1,5

68

338

203

3,00 - 4 IMP

2,5

90

265

102

3,00 - 8 IMP

2,5

90

367

203

3,00 - 10 IMP

2,5

90

418

254

3,25 - 8 IMP

2,10

84

366

203

3,25 - 16 IMP

1,85

88

590

406

4,10/3,50-4 IMP

2,10

89

272

101

3,50 - 5 IMP

3

95

292

127

3,50 - 6 IMP

2,5

100

343

152

3,50 - 8 IMP

2,5

100

393

203

3,50 - 16 IMP

1,85

92

590

406

4,00 - 4 IMP

3

114

313

102

4,00 - 5 IMP

3

102

310

127

4,00 - 6 IMP

3

114

374

152

4,00 - 8 IMP

3

112

418

425

203

4,00 - 9 IMP

3

112

443

460

229

4,0 - 10 IMP

3

114

455

465

254

4,00 - 10 IMP

3

114

465

475

254

4,00 - 12 IMP

3

112

519

536

305

4,00 - 15 IMP

3

112

595

612

381

4,00 - 16 IMP

3

114

608

406

4,00 - 18 IMP

3

112

672

688

457

4,00 - 19 IMP

3

114

672

483

4,00 - 21 IMP

3

112

694

533

4,00/4,50 - 21 IMP

110

765

533

4,10 - 4 IMP

3,25

102

765

102

4,10 - 6 IMP

3,25

102

268

152

4,50 - 9 IMP

3

124

319

229

4,50 - 14 IMP

3

124

466

356

4,50 - 16 IMP

3

123

593

406

4,50 - 19 IMP

3

124

720

733

483

4,80 - 8 IMP

3,75

121

423

449

203

5,00 - 8 IMP

4

145

467

203

5,00 - 9 IMP

3,5

141

497

229

5,0 - 10 IMP

4

145

505

517

254

5,0 - 12 IMP

4

145

566

305

5,00 - 12 IMP

4

145

567

580

305

5,00 - 14 IMP

4

145

618

631

356

5,0 - 15 IMP

4

145

642

381

5,00 - 15 IMP

3

130

639

655

381

5,00 - 16 IMP

4

145

669

406

5,00/5,25 - 21 IMP

3

136

824

533

5,50 - 16 IMP

4

150

685

703

406

5,70 - 12 IMP

4,5

146

570

305

5,70 - 15 IMP

4,5

146

647

381

5,90 - 15 IMP

4

150

665

681

381

6 - 6 IMP

4

145

425

152

6,00 - 9 IMP

4,5

169

543

556

229

6 - 12 IMP

5

145

585

305

6,0 - 12 IMP

5

155

569

305

6,00 - 12 IMP

5

152

579

305

6,00 - 16 IMP

4

158

712

729

406

6,00 - 19 IMP

4,5

169

810

483

6,00 - 20 IMP

4,5

169

830

508

6,40 - 15 IMP

4,5

163

684

381

6,5 - 15 IMP

5

163

674

381

6,50 - 10 IMP

5

178

597

254

6,50 - 16 IMP

4,5

173

735

754

406

6,50 - 20 IMP

5

176

850

508

6,70 - 15 IMP

4,5

182

704

720

381

6,90 - 9 IMP

5,5

175

545

229

7,00- 12 IMP

5

187

667

685

305

7,00 - 14 IMP

5

170

691

356

7,00 - 15 IMP

5,5

200

744

381

7,00 - 16 IMP

5,5

200

769

406

7,00 - 18 IMP

5,5

200

820

457

7,00 - 19 IMP

5,5

200

845

483

7,50 - 10 IMP

6

214

634

649

254

7,50 - 14 IMP

5,5

194

686

356

7,50 - 15 IMP

6

215

808

381

7,50 - 16 IMP

5,5

202

785

801

406

7,50 - 18 IMP

5,5

202

836

852

457

7,50 - 20 IMP

5,5

202

887

903

508

7,50 - 24 IMP

5,5

202

989

1 013

610

7,60 - 15 IMP

5,5

193

734

751

381

8 - 16 IMP

6

211

795

406

8,00 - 6 IMP

7

203

452

152

8,00 - 12 IMP

5

214

710

305

8,00 - 16 IMP

6

206

808

406

8,00 - 19 IMP

6

214

888

483

8,00 - 20 IMP

6

214

945

508

8,25 - 15 IMP

6,5

237

835

381

8,25 - 16 IMP

6

229

832

406

8,25 - 20 IMP

6

229

934

508

9,00 - 10 IMP

6

234

696

254

9,00 - 13 IMP

5,5

247

814

330

9,00- 15 IMP

5,5

247

850

381

9,00 - 16 IMP

6

234

48

406

9,00 - 24 IMP

8

272

1 094

610

10,00 - 12 IMP

6,5

262

790

305

10,00 - 15 IMP

8

274

853

381

10,00 - 16 IMP

8

274

895

406

10,50 - 16 IMP

6,5

280

955

406

11,00 - 12 IMP

6,5

277

835

305

11,00 - 16 IMP

6,5

277

937

406

11,0 - 20 IMP

9

285

950

508

11,25 - 24 IMP

10

325

1 171

610

11,25 - 28 IMP

10

325

1 273

711

11,5 - 24 IMP

10

305

1 070

610

13,50 - 16,1 IMP

11

353

1 021

1 043

409

14,0 - 24 IMP

12

370

1 170

610

15,0 - 24 IMP

13

400

1 210

610

15,0 - 28 IMP

13

400

1 310

711

17,0 - 28 IMP

15

455

1 390

711

17,0 - 30 IMP

15

455

1 440

762

18,5 - 34 IMP

16

490

1 600

864

20 - 20 IMP

14

520

1 270

508

190-8 IMP

5,50

182

430

203

Notes:

| 1. | The suffix ‘IMP’ may be replaced by the wording ‘IMPLEMENT’ on the tyre sidewall. |
| --- | --- |

1.

| 2. | Tyres of radial structure are identified by means of the letter ‘R’ in place of ‘-’ (e.g. 7.5 L R 15). |
| --- | --- |

2.

| 3. | Overall diameters (D) in column (*) apply to tyres marked with classification code ‘I-3’ — see paragraph 3.1.8.2. |
| --- | --- |

3.

Table 6 (1 of 2)

Agricultural Implement Tyres — Low Section Sizes

| Tyre size designation | Theoretical rim width code (A1) | Nominal section width (S1)
  (mm) | Overall diameter (D) | Nominal rim diameter (d)
  (mm) |
| --- | --- | --- | --- | --- |
| | (*) |
| (mm) |
| 7,5 L - 15 IMP | 6 | 210 | 745 | | 381 |
| 8,5L - 14 IMP | 6 | 216 | 721 | 735 | 356 |
| 9,5L - 14 IMP | 7 | 241 | 741 | 757 | 356 |
| 9,5L - 15 IMP | 7 | 241 | 767 | 782 | 381 |
| 11L - 14 IMP | 8 | 279 | 752 | 770 | 356 |
| 11L - 15 IMP | 8 | 279 | 777 | 796 | 381 |
| 11L - 16 IMP | 8 | 279 | 803 | 821 | 406 |
| 12,5L - 15 IMP | 10 | 318 | 823 | 845 | 381 |
| 12,5L - 16 IMP | 10 | 318 | 848 | 870 | 406 |
| 14 L - 16,1 IMP | 11 | 356 | 940 | | 409 |
| 16,5L - 16,1 IMP | 14 | 419 | 1 024 | 1 046 | 409 |
| 19 L - 16,1 IMP | 16 | 483 | 1 087 | | 409 |
| 21,5 L - 16,1 IMP | 18 | 546 | 1 130 | | 409 |

Tyre size designation

Theoretical rim width code (A1)

Nominal section width (S1)

(mm)

Overall diameter (D)

Nominal rim diameter (d)

(mm)

(*)

(mm)

7,5 L - 15 IMP

6

210

745

381

8,5L - 14 IMP

6

216

721

735

356

9,5L - 14 IMP

7

241

741

757

356

9,5L - 15 IMP

7

241

767

782

381

11L - 14 IMP

8

279

752

770

356

11L - 15 IMP

8

279

777

796

381

11L - 16 IMP

8

279

803

821

406

12,5L - 15 IMP

10

318

823

845

381

12,5L - 16 IMP

10

318

848

870

406

14 L - 16,1 IMP

11

356

940

409

16,5L - 16,1 IMP

14

419

1 024

1 046

409

19 L - 16,1 IMP

16

483

1 087

409

21,5 L - 16,1 IMP

18

546

1 130

409

Notes:

| 1. | The suffix ‘IMP’ may be replaced by the wording ‘IMPLEMENT’ on the Tyre sidewall. |
| --- | --- |

1.

| 2. | Tyres of radial structure are identified by means of the letter ‘R’ in place of ‘-’ (e.g. 7.5 L R 15). |
| --- | --- |

2.

| 3. | Overall diameters (D) in column (*) apply to tyres marked with classification code ‘I 3’ — see paragraph 3.1.8.2. |
| --- | --- |

3.

Table 6 (2 of 2)

Agricultural Implement Tyres — Low Section Sizes

| Tyre size Designation | Theoretical rim width code (A1) | Nominal section Width (S1)
  (mm) | Overall diameter (D)
  (mm) | Nominal rim Diameter (d)
  (mm) |
| --- | --- | --- | --- | --- |
| | (*) |
| 05/50 - 10 IMP | 7 | 211 | 450 | | 254 |
| 19,0/45 - 17 IMP | 16 | 491 | 866 | | 432 |
| 15,0/55 - 17 IMP | 13 | 391 | 850 | 872 | 432 |
| 10,5/65 - 16 IMP | 9 | 274 | 755 | | 406 |
| 11,0/60 - 16 IMP | 9 | 281 | 742 | | 406 |
| 11,0/65 - 12 IMP | 9 | 281 | 670 | 692 | 305 |
| 13,0/65 - 18 IMP | 11 | 336 | 890 | | 457 |
| 13,0/70 - 16 IMP | 11 | 337 | 890 | | 406 |
| 14,0/65 - 16 IMP | 11 | 353 | 870 | | 406 |
| 9,0/70 - 16 IMP | 7 | 226 | 725 | | 406 |
| 11,5/70 - 16 IMP | 9 | 290 | 815 | | 406 |
| 11,5/70 - 18 IMP | 9 | 290 | 865 | | 457 |
| 15,0/70 - 18 IMP | 13 | 391 | 990 | | 457 |
| 16,0/70 - 20 IMP | 14 | 418 | 1 075 | 1 097 | 508 |
| 16,5/70 - 22.5 IMP | 13 | 417 | 1 158 | | 572 |
| 20,0/70 - 508 IMP | 16 | 508 | 1 220 | | 508 |
| 8,0/75 - 15 IMP | 6,5 | 199 | 710 | | 381 |
| 9,0/75 - 16 IMP | 7 | 226 | 749 | 770 | 406 |
| 10,0/75 - 12 IMP | 9 | 264 | 685 | | 305 |
| 10,0 - 15.3 IMP | 9 | 258 | 785 | | 389 |
| 10,0/75 - 15.3 IMP | 9 | 264 | 760 | 780 | 389 |
| 10,0/75 - 16 IMP | 9 | 264 | 805 | | 406 |
| 12,0/75 - 18 IMP | 9 | 299 | 915 | 937 | 457 |
| 13,0/75 - 16 IMP | 11 | 336 | 900 | | 406 |
| 13,5/75 - 430,9 IMP | 11 | 345 | 945 | | 431 |
| 14,5/75 - 20 IMP | 12 | 372 | 1 060 | | 508 |
| 6,5/80 - 12 IMP | 5 | 163 | 569 | 588 | 305 |
| 6,5/80 - 15 IMP | 5 | 163 | 645 | 663 | 381 |
| 8,50 - 12 IMP | 7 | 235 | 715 | | 305 |
| 10,0/80 - 12 IMP | 9 | 264 | 710 | 730 | 305 |
| 10 - 18 IMP | 9 | 260 | 875 | | 457 |
| 10,5/80 - 18 IMP | 9 | 274 | 885 | 907 | 457 |
| 11,5 - 15,3 IMP | 9 | 295 | 860 | | 389 |
| 11,5/80 - 15,3 IMP | 9 | 290 | 845 | 867 | 389 |
| 12,5/80 - 15,3 IMP | 9 | 307 | 889 | | 389 |
| 12,5/80 - 18 IMP | 9 | 308 | 965 | 987 | 457 |
| 14,5/80 - 18 IMP | 12 | 372 | 1 060 | 1 082 | 457 |
| 15,5/80 - 24 IMP | 13 | 394 | 1 240 | 1 262 | 610 |
| 17,0/80 - 508 IMP | 13 | 426 | 1 200 | | 508 |
| 19,5/80 - 20 IMP | 16 | 499 | 1 300 | | 508 |
| 21,0/80 - 20 IMP | 16 | 525 | 1 362 | | 508 |
| 5,5/85 - 9 IMP | 4 | 145 | 475 | | 229 |
| 10,5/85 - 15,3 IMP | 9 | 274 | 792 | | 389 |
| 13,5/85 - 28 IMP | 11 | 345 | 1 293 | | 711 |
| 16,5/85 - 24 IMP | 13 | 417 | 1 322 | 1 344 | 610 |
| 16,5/85 - 28 IMP | 13 | 417 | 1 423 | 1 445 | 711 |

Tyre size Designation

Theoretical rim width code (A1)

Nominal section Width (S1)

(mm)

Overall diameter (D)

(mm)

Nominal rim Diameter (d)

(mm)

(*)

05/50 - 10 IMP

7

211

450

254

19,0/45 - 17 IMP

16

491

866

432

15,0/55 - 17 IMP

13

391

850

872

432

10,5/65 - 16 IMP

9

274

755

406

11,0/60 - 16 IMP

9

281

742

406

11,0/65 - 12 IMP

9

281

670

692

305

13,0/65 - 18 IMP

11

336

890

457

13,0/70 - 16 IMP

11

337

890

406

14,0/65 - 16 IMP

11

353

870

406

9,0/70 - 16 IMP

7

226

725

406

11,5/70 - 16 IMP

9

290

815

406

11,5/70 - 18 IMP

9

290

865

457

15,0/70 - 18 IMP

13

391

990

457

16,0/70 - 20 IMP

14

418

1 075

1 097

508

16,5/70 - 22.5 IMP

13

417

1 158

572

20,0/70 - 508 IMP

16

508

1 220

508

8,0/75 - 15 IMP

6,5

199

710

381

9,0/75 - 16 IMP

7

226

749

770

406

10,0/75 - 12 IMP

9

264

685

305

10,0 - 15.3 IMP

9

258

785

389

10,0/75 - 15.3 IMP

9

264

760

780

389

10,0/75 - 16 IMP

9

264

805

406

12,0/75 - 18 IMP

9

299

915

937

457

13,0/75 - 16 IMP

11

336

900

406

13,5/75 - 430,9 IMP

11

345

945

431

14,5/75 - 20 IMP

12

372

1 060

508

6,5/80 - 12 IMP

5

163

569

588

305

6,5/80 - 15 IMP

5

163

645

663

381

8,50 - 12 IMP

7

235

715

305

10,0/80 - 12 IMP

9

264

710

730

305

10 - 18 IMP

9

260

875

457

10,5/80 - 18 IMP

9

274

885

907

457

11,5 - 15,3 IMP

9

295

860

389

11,5/80 - 15,3 IMP

9

290

845

867

389

12,5/80 - 15,3 IMP

9

307

889

389

12,5/80 - 18 IMP

9

308

965

987

457

14,5/80 - 18 IMP

12

372

1 060

1 082

457

15,5/80 - 24 IMP

13

394

1 240

1 262

610

17,0/80 - 508 IMP

13

426

1 200

508

19,5/80 - 20 IMP

16

499

1 300

508

21,0/80 - 20 IMP

16

525

1 362

508

5,5/85 - 9 IMP

4

145

475

229

10,5/85 - 15,3 IMP

9

274

792

389

13,5/85 - 28 IMP

11

345

1 293

711

16,5/85 - 24 IMP

13

417

1 322

1 344

610

16,5/85 - 28 IMP

13

417

1 423

1 445

711

Notes:

| 1. | The suffix ‘IMP’ may be replaced by the wording ‘IMPLEMENT’ on the Tyre sidewall. |
| --- | --- |

1.

| 2. | Tyres of radial structure are identified by means of the letter ‘R’ in place of ‘-’ (e.g. 205/50R10) |
| --- | --- |

2.

| 3. | Overall diameters (D) in column (*) apply to tyres marked with classification code ‘I 3’ — see paragraph 3.1.8.2. |
| --- | --- |

3.

Table 7 (1 of 2)

Agricultural High Flotation Tyres

| Tyre size Designation | Theoretical rim width code (A1) | Nominal section Width (S1)
  (mm) | Overall diameter (D)
  (mm) | Nominal rim Diameter (d)
  (mm) |
| --- | --- | --- | --- | --- |
| 9×3,50 - 4 | 2,75 | 91 | 229 | 101 |
| 11×4,00 - 4 | 3,25 | 102 | 280 | 101 |
| 11×4,00 - 5 | 3 | 104 | 272 | 127 |
| 11×7 - 4 | 6 | 185 | 270 | 101 |
| 12×4,00 - 5 | 3 | 112 | 298 | 127 |
| 13×5,00 - 6 | 3,5 | 122 | 320 | 152 |
| 13×6,00-6 | 5 | 154 | 330 | 152 |
| 13×6,00 - 8 | 5 | 154 | 330 | 203 |
| 13×6,50 - 6 | 5 | 163 | 330 | 152 |
| 14×4,50-6 | 3,5 | 113 | 356 | 152 |
| 14×5,00 - 6 | 4 | 127 | 347 | 152 |
| 14×6,00 - 6 | 4,5 | 157 | 340 | 152 |
| 15×6,00 - 6 | 4,5 | 155 | 366 | 152 |
| 16×4,50 - 9 | 3 | 105 | 405 | 229 |
| 16×5,50 - 8 | 4,25 | 142 | 414 | 203 |
| 16×6,50 - 8 | 5,375 | 165 | 405 | 203 |
| 16×7,50 - 8 | 5,375 | 188 | 411 | 203 |
| 17×8,00 - 8 | 7 | 203 | 438 | 203 |
| 17×8,00 - 12 | 7 | 203 | 432 | 305 |
| 18×6,50 - 8 | 5 | 163 | 457 | 203 |
| 18×7,00 - 8 | 5,5 | 178 | 450 | 203 |
| 18×7,50-8 | 6 | 191 | 457 | 203 |
| 18×8,50 - 8 | 7 | 214 | 450 | 203 |
| 18×9,50 - 8 | 7 | 235 | 462 | 203 |
| 19×7,50 - 8 | 5,5 | 180 | 480 | 203 |
| 19×8,00 - 10 | 7 | 203 | 483 | 254 |
| 19×9,50-8 | 7,5 | 240 | 483 | 203 |
| 19×10,00 - 8 | 8,5 | 254 | 483 | 203 |
| 20×8,00-8 | 6,5 | 204 | 508 | 203 |
| 20×8,00 - 10 | 7 | 203 | 500 | 254 |
| 20×9,00-8 | 7 | 227 | 508 | 203 |
| 20×10,00 - 8 | 8 | 254 | 508 | 203 |
| 20×10,00 - 10 | 8,5 | 254 | 508 | 254 |
| 20,5×8,00 - 10 | 6 | 208 | 526 | 254 |
| 21×7,00-10 | 5,5 | 177 | 533 | 254 |
| 21×8,00 - 10 | 7 | 203 | 525 | 254 |
| AT21×7 - 10 | 5,5 | 177 | 533 | 254 |
| 21×11,00 - 8 | 8,5 | 282 | 518 | 203 |
| 21×11,00 - 10 | 9 | 279 | 525 | 254 |
| 22×8,00 - 10 | 6 | 196 | 556 | 254 |
| 22×8,50 - 12 | 7 | 216 | 551 | 305 |
| AT22×9 - 8 | 7 | 227 | 559 | 203 |
| 22×10,00 - 8 | 7 | 244 | 572 | 203 |
| 22×10,00 - 10 | 8,5 | 254 | 559 | 254 |
| 22×11,00 - 8 | 8,5 | 284 | 546 | 203 |
| 22×11,00 - 10 | 8,5 | 254 | 559 | 254 |
| AT23×7 - 10 | 5,5 | 175 | 587 | 254 |
| AT23×8 - 11 | 6,5 | 204 | 584 | 279 |
| 23×8,50 - 12 | 7 | 214 | 575 | 305 |
| 23×9,00 - 12 | 7,5 | 229 | 575 | 305 |
| 23×9,50-12 | 7 | 235 | 577 | 305 |
| 23×10,50 - 12 | 8,5 | 264 | 579 | 305 |
| AT24×8 - 11 | 6,5 | 204 | 610 | 279 |
| AT24×9 - 11 | 7 | 227 | 610 | 279 |
| AT24×10 - 11 | 8 | 254 | 610 | 279 |
| 24×8,50 - 12 | 7 | 213 | 602 | 305 |
| 24×8,50 - 14 | 7 | 213 | 602 | 356 |
| 24×11,00 - 10 | 8,5 | 254 | 607 | 254 |
| 24×12,00-12 | 9,5 | 304 | 610 | 305 |
| 24×13,00 - 12 | 10,5 | 325 | 592 | 305 |
| 25×7,50 - 15 | 5,5 | 191 | 640 | 381 |
| AT25×8 - 12 | 6,5 | 204 | 635 | 305 |
| 25×8,00-12 | 6,5 | 203 | 635 | 305 |
| 25×8,50 - 14 | 7 | 213 | 645 | 356 |
| 25×10,00-12 | 8 | 254 | 635 | 305 |
| 25×10,50 - 15 | 8 | 267 | 640 | 381 |
| 25×11,00-12 | 9 | 279 | 635 | 305 |
| AT25×11 - 9 | 9 | 281 | 635 | 229 |
| AT25×11 - 10 | 8,5 | 262 | 645 | 254 |

Tyre size Designation

Theoretical rim width code (A1)

Nominal section Width (S1)

(mm)

Overall diameter (D)

(mm)

Nominal rim Diameter (d)

(mm)

9×3,50 - 4

2,75

91

229

101

11×4,00 - 4

3,25

102

280

101

11×4,00 - 5

3

104

272

127

11×7 - 4

6

185

270

101

12×4,00 - 5

3

112

298

127

13×5,00 - 6

3,5

122

320

152

13×6,00-6

5

154

330

152

13×6,00 - 8

5

154

330

203

13×6,50 - 6

5

163

330

152

14×4,50-6

3,5

113

356

152

14×5,00 - 6

4

127

347

152

14×6,00 - 6

4,5

157

340

152

15×6,00 - 6

4,5

155

366

152

16×4,50 - 9

3

105

405

229

16×5,50 - 8

4,25

142

414

203

16×6,50 - 8

5,375

165

405

203

16×7,50 - 8

5,375

188

411

203

17×8,00 - 8

7

203

438

203

17×8,00 - 12

7

203

432

305

18×6,50 - 8

5

163

457

203

18×7,00 - 8

5,5

178

450

203

18×7,50-8

6

191

457

203

18×8,50 - 8

7

214

450

203

18×9,50 - 8

7

235

462

203

19×7,50 - 8

5,5

180

480

203

19×8,00 - 10

7

203

483

254

19×9,50-8

7,5

240

483

203

19×10,00 - 8

8,5

254

483

203

20×8,00-8

6,5

204

508

203

20×8,00 - 10

7

203

500

254

20×9,00-8

7

227

508

203

20×10,00 - 8

8

254

508

203

20×10,00 - 10

8,5

254

508

254

20,5×8,00 - 10

6

208

526

254

21×7,00-10

5,5

177

533

254

21×8,00 - 10

7

203

525

254

AT21×7 - 10

5,5

177

533

254

21×11,00 - 8

8,5

282

518

203

21×11,00 - 10

9

279

525

254

22×8,00 - 10

6

196

556

254

22×8,50 - 12

7

216

551

305

AT22×9 - 8

7

227

559

203

22×10,00 - 8

7

244

572

203

22×10,00 - 10

8,5

254

559

254

22×11,00 - 8

8,5

284

546

203

22×11,00 - 10

8,5

254

559

254

AT23×7 - 10

5,5

175

587

254

AT23×8 - 11

6,5

204

584

279

23×8,50 - 12

7

214

575

305

23×9,00 - 12

7,5

229

575

305

23×9,50-12

7

235

577

305

23×10,50 - 12

8,5

264

579

305

AT24×8 - 11

6,5

204

610

279

AT24×9 - 11

7

227

610

279

AT24×10 - 11

8

254

610

279

24×8,50 - 12

7

213

602

305

24×8,50 - 14

7

213

602

356

24×11,00 - 10

8,5

254

607

254

24×12,00-12

9,5

304

610

305

24×13,00 - 12

10,5

325

592

305

25×7,50 - 15

5,5

191

640

381

AT25×8 - 12

6,5

204

635

305

25×8,00-12

6,5

203

635

305

25×8,50 - 14

7

213

645

356

25×10,00-12

8

254

635

305

25×10,50 - 15

8

267

640

381

25×11,00-12

9

279

635

305

AT25×11 - 9

9

281

635

229

AT25×11 - 10

8,5

262

645

254

Table 7 (2 of 2)

Agricultural High Flotation Tyres

| Tyre size Designation | Theoretical rim width code (A1) | Nominal section Width (S1)
  (mm) | Overall diameter (D)
  (mm) | Nominal rim Diameter (d)
  (mm) |
| --- | --- | --- | --- | --- |
| 25×12,00 - 9 | 10 | 305 | 635 | 229 |
| 25×12,50 - 15 | 10 | 310 | 640 | 381 |
| 26×10,00 - 12 | 10 | 310 | 660 | 305 |
| 26×12,00 - 12 | 10 | 310 | 660 | 305 |
| 26×14,00 - 12 | 12 | 356 | 660 | 305 |
| 27×8,50 - 15 | 7 | 214 | 680 | 381 |
| 27×9,50 - 15 | 7 | 229 | 686 | 381 |
| 27×10,50 - 15 | 8,5 | 259 | 691 | 381 |
| 27×10 - 15.3 | 9 | 261 | 685 | 389 |
| 28×9,00 - 15 | 7 | 234 | 710 | 381 |
| 28×13 - 15 | 11,5 | 330 | 711 | 381 |
| 29×12,00 - 15 | 10 | 310 | 742 | 381 |
| 29×12,50 - 15 | 10 | 310 | 742 | 381 |
| 29×13,50 - 15 | 10 | 351 | 742 | 381 |
| 31×11,50 - 15 | 8 | 301 | 793 | 381 |
| 31×12,50 - 15 | 10 | 310 | 792 | 381 |
| 31×13,50 - 15 | 10 | 351 | 782 | 381 |
| 31×13,5 - 15 | 10 | 351 | 782 | 381 |
| 31×15,50 - 15 | 13 | 391 | 792 | 381 |
| 31×15,5 - 15 | 13 | 391 | 792 | 381 |
| 33×12,50 - 15 | 10 | 310 | 843 | 381 |
| 33×15,50 - 15 | 13 | 391 | 843 | 381 |
| 36×13,50 - 15 | 10 | 351 | 909 | 381 |
| 38×14,00 - 20 | 11 | 356 | 991 | 508 |
| 38×18,00 - 20 | 14 | 457 | 991 | 508 |
| 38×20,00 - 16.1 | 16 | 488 | 991 | 409 |
| 41×14,00 - 20 | 11 | 356 | 1 067 | 508 |
| 42×25,00 - 20 | 20,5 | 622 | 1 080 | 508 |
| 43×13,50 - 22 | 10 | 360 | 1 102 | 559 |
| 44×18,00 - 20 | 14 | 457 | 1 143 | 508 |
| 44×41,00 - 20 | 36 | 991 | 1 143 | 508 |
| 48×20,00 - 24 | 15 | 457 | 1 245 | 610 |
| 48×25,00 - 20 | 20,5 | 635 | 1 245 | 508 |
| 48×31,00 - 20 | 26 | 775 | 1 245 | 508 |
| 54×31,00 - 26 | 26 | 775 | 1 397 | 660 |
| 66×43,00 - 25 | 36 | 1 054 | 1 702 | 635 |
| 66×43,00 - 26 | 36 | 1 054 | 1 702 | 660 |
| 66×44,00 - 25 | 36 | 1 118 | 1 702 | 635 |
| 67×34,00 - 25 | 30 | 864 | 1 727 | 635 |
| 67×34,00 - 26 | 30 | 864 | 1 727 | 660 |
| 67×34,00 - 30 | 30 | 864 | 1 727 | 762 |
| 68×50,00 - 32 | 44 | 1 270 | 1 753 | 813 |
| VA73×44,00 - 32 | 36 | 1 118 | 1 880 | 813 |
| DH73×44,00 - 32 | 36 | 1 118 | 1 880 | 813 |
| DH73×50,00-32 | 44 | 1 270 | 1 880 | 813 |

Tyre size Designation

Theoretical rim width code (A1)

Nominal section Width (S1)

(mm)

Overall diameter (D)

(mm)

Nominal rim Diameter (d)

(mm)

25×12,00 - 9

10

305

635

229

25×12,50 - 15

10

310

640

381

26×10,00 - 12

10

310

660

305

26×12,00 - 12

10

310

660

305

26×14,00 - 12

12

356

660

305

27×8,50 - 15

7

214

680

381

27×9,50 - 15

7

229

686

381

27×10,50 - 15

8,5

259

691

381

27×10 - 15.3

9

261

685

389

28×9,00 - 15

7

234

710

381

28×13 - 15

11,5

330

711

381

29×12,00 - 15

10

310

742

381

29×12,50 - 15

10

310

742

381

29×13,50 - 15

10

351

742

381

31×11,50 - 15

8

301

793

381

31×12,50 - 15

10

310

792

381

31×13,50 - 15

10

351

782

381

31×13,5 - 15

10

351

782

381

31×15,50 - 15

13

391

792

381

31×15,5 - 15

13

391

792

381

33×12,50 - 15

10

310

843

381

33×15,50 - 15

13

391

843

381

36×13,50 - 15

10

351

909

381

38×14,00 - 20

11

356

991

508

38×18,00 - 20

14

457

991

508

38×20,00 - 16.1

16

488

991

409

41×14,00 - 20

11

356

1 067

508

42×25,00 - 20

20,5

622

1 080

508

43×13,50 - 22

10

360

1 102

559

44×18,00 - 20

14

457

1 143

508

44×41,00 - 20

36

991

1 143

508

48×20,00 - 24

15

457

1 245

610

48×25,00 - 20

20,5

635

1 245

508

48×31,00 - 20

26

775

1 245

508

54×31,00 - 26

26

775

1 397

660

66×43,00 - 25

36

1 054

1 702

635

66×43,00 - 26

36

1 054

1 702

660

66×44,00 - 25

36

1 118

1 702

635

67×34,00 - 25

30

864

1 727

635

67×34,00 - 26

30

864

1 727

660

67×34,00 - 30

30

864

1 727

762

68×50,00 - 32

44

1 270

1 753

813

VA73×44,00 - 32

36

1 118

1 880

813

DH73×44,00 - 32

36

1 118

1 880

813

DH73×50,00-32

44

1 270

1 880

813

Notes:

| 1. | These Tyres may be classified in categories of use ‘Tractor Drive Wheels’ or ‘Implement’. |
| --- | --- |

1.

| 2. | Implement Tyres are identified either by suffix ‘IMP’ placed after the Tyre size designation (e.g. 11×4.00 - 4 IMP)or by the word ‘IMPLEMENT’ marked on the Tyre sidewalls. |
| --- | --- |

2.

| 3. | Tyres of radial structure are identified by means of the letter ‘R’ in place of ‘-’ (e.g. 11×4.00 R 4). |
| --- | --- |

3.

| 4. | Coefficient ‘b’ for the calculation of the Overall diameter Dmax:






  (a) | 1,12 for tyres with Nominal rim Diameter (d) less than 380 mm; |
| --- | --- | --- |

4.

(a)

1,12 for tyres with Nominal rim Diameter (d) less than 380 mm;

| (b) | 1,10 for tyres with Nominal rim Diameter (d) 381 mm and above. |
| --- | --- |

(b)

1,10 for tyres with Nominal rim Diameter (d) 381 mm and above.

---

ANNEX 6

TEST METHOD FOR MEASURING TYRE DIMENSIONS

| 1. | The tyre shall be mounted on the measuring rim specified by the manufacturer and is inflated to a pressure specified by the manufacturer. |
| --- | --- |

1.

| 1.1. | To seat the beads do not exceed the inflation pressure marked on the tyre sidewalls. |
| --- | --- |

1.1.

| 1.2. | Having properly seated tyre beads on the rim, adjust the pressure to the value specified for tyre measurements. |
| --- | --- |

1.2.

| 2. | The tyre fitted on its rim is conditioned to the ambient temperature of the laboratory for at least 24 hours. |
| --- | --- |

2.

| 3. | The pressure is readjusted to the value specified in paragraph 1. |
| --- | --- |

3.

| 4. | The overall width is measured by calliper at six equally-paced points, account being taken of the thickness of the protective ribs or bands. The highest measurement so obtained is taken as the overall width. |
| --- | --- |

4.

| 5. | The outer diameter is determined by measuring the maximum circumference and dividing the figure so obtained by π (3,1416). |
| --- | --- |

5.

---

ANNEX 7

VARIATION OF LOAD CAPACITY WITH SPEED

(see paragraphs 2.30 and 2.31)

PART A:   DRIVE WHEEL TYRES FOR AGRICULTURAL TRACTORS

Applicable to tyres classified with categories of use: ‘Tractor drive wheel’

(see paragraph 2.20)

Variation of load carrying capacity (%)

| Speed
  (km/h) | Speed category symbol | | |
| --- | --- | --- | --- |
| A2 | A6 (+) | A8 (+) | D (+) | (1) |
| 10 | [0] | +40 | +50 | +50 | | +58 |
| 15 | –6 | +30 | +34 | +34 | +35 |
| 20 | –11 | +20 | +23 | +23 | +27 |
| 25 | –16 | +7 | +11 | +18,5 | +20 |
| 30 | –20 | [0] | +7 | +15 | +14 |
| 35 | –24 | –10 | +3 | +12 | +10 |
| 40 | –27 | –20 | [0] | +9,5 | +6 |
| 45 | — | — | –4 | +7 | +2 |
| 50 | — | — | –9 | +5 | [0] |
| 55 | — | — | — | +3 | — |
| 60 | — | — | — | +1,5 | — |
| 65 | — | — | — | [0] | — |
| 70 | — | — | — | –9 | — |

Speed

(km/h)

Speed category symbol

A2

A6 (+)

A8 (+)

D (+)

(1)

10

[0]

+40

+50

+50

+58

15

–6

+30

+34

+34

+35

20

–11

+20

+23

+23

+27

25

–16

+7

+11

+18,5

+20

30

–20

[0]

+7

+15

+14

35

–24

–10

+3

+12

+10

40

–27

–20

[0]

+9,5

+6

45

—

—

–4

+7

+2

50

—

—

–9

+5

[0]

55

—

—

—

+3

—

60

—

—

—

+1,5

—

65

—

—

—

[0]

—

70

—

—

—

–9

—

The above load/speed variations table does not apply to IF and VF Tyres.

The above load/speed variations apply when the tyre is not subjected to sustained high torque service.

| (+) | For field applications with sustained high torque service the values shown in the line 30 km/h apply. |
| --- | --- |

(+)

| (1) | These percentages apply only in case of tyres listed in annex 5, Table 7 marked with speed category symbol ‘B’. |
| --- | --- |

(1)

PART B:   STEERING WHEEL TYRES FOR AGRICULTURAL AND FORESTRY TRACTORS

Applicable to tyres classified with category of use ‘Tractor steering wheels’ and marked ‘Front’ or ‘F-1’ or ‘F-2’

(see paragraph 2.21)

Variation of load carrying capacity (%)

(see paragraphs 2.30 and 2.31)

| Speed
  (km/h) | Speed category symbol |
| --- | --- |
| A6 | A8 |
| 10 | +50 | +67 |
| 15 | +43 | +50 |
| 20 | +35 | +39 |
| 25 | +15 | +28 |
| 30 | [0] | +11 |
| 35 | –10 | +4 |
| 40 | –20 | [0] |
| 45 | — | –7 |

Speed

(km/h)

Speed category symbol

A6

A8

10

+50

+67

15

+43

+50

20

+35

+39

25

+15

+28

30

[0]

+11

35

–10

+4

40

–20

[0]

45

—

–7

PART C:   IMPLEMENT TYRES

Applicable to tyres classified with categories of use: ‘Implement’ and marked ‘IMP’ or ‘IMPLEMENT’

(see paragraph 2.22)

Variation of load carrying capacity (%)

(see paragraphs 2.30 and 2.31)

| Speed
  (km/h) | Speed category symbol | | |
| --- | --- | --- | --- |
| A4 | A6 | A8 | D | (1) |
| 10 | +20 | +29 | +40 | +80 | | +58 |
| 15 | +12 | +21 | +33 | +73 | +35 |
| 20 | [0] | +14 | +26 | +65 | +27 |
| 25 | –2 | +7 | +19 | +58 | +20 |
| 30 | –5 | [0] | +12 | +51 | +14 |
| 35 | | –5 | +5 | +44 | +10 |
| 40 | | –10 | [0] | +36 | +6 |
| 45 | | | –5 | +29 | +2 |
| 50 | | | –10 | +21 | [0] |
| 55 | | | | +14 | |
| 60 | | | | +7 | |
| 65 | | | | [0] | |
| 70 | | | | –9 | |

Speed

(km/h)

Speed category symbol

A4

A6

A8

D

(1)

10

+20

+29

+40

+80

+58

15

+12

+21

+33

+73

+35

20

[0]

+14

+26

+65

+27

25

–2

+7

+19

+58

+20

30

–5

[0]

+12

+51

+14

35

–5

+5

+44

+10

40

–10

[0]

+36

+6

45

–5

+29

+2

50

–10

+21

[0]

55

+14

60

+7

65

[0]

70

–9

The above load/speed variations apply when the tyre is not subjected to sustained high torque service.

| (1) | These percentages apply only in case of tyres listed in annex 5, Table 7 marked with speed category symbol ‘B’. |
| --- | --- |

(1)

PART D:   TYRES FOR FORESTRY MACHINES

Applicable to tyres classified with categories of use: ‘Forestry machines’

(see paragraph 2.41)

Variation of load carrying capacity (per cent) for tyres marked with speed category symbol A8

| Service Condition | Speed
  (km/h) | per cent |
| --- | --- | --- |
| Road service | 20 | 23 |
| 30 | 7 |
| 40 | [0] |

Service Condition

Speed

(km/h)

per cent

Road service

20

23

30

7

40

[0]

---

ANNEX 8

Test procedure to assess tyre resistance to bursting

1.   PREPARING THE TYRE

| 1.1. | Mount a new tyre on the test equipment. Wheels used for the test shall be suitable to withstand, with no deformation, the highest value of pressure achievable during the test. |
| --- | --- |

1.1.

| 1.2. | Carefully centre the tyre beads on the retention device and adjust the outer distance of the tyre beads to a value corresponding to the width of the rim specified by the manufacturer pursuant to paragraph 4.1.10 of this Regulation. |
| --- | --- |

1.2.

| 1.3. | Fill the tyre with water taking care that all the air inside the tyre is expelled. |
| --- | --- |

1.3.

2.   TEST PROCEDURE

| 2.1. | Activate the apparatus and increase the pressure of the water inside the tyre in order to reach progressively the limit given by two and half times the pressure specified by the tyre manufacturer pursuant to paragraph 4.1.12 of this Regulation; |
| --- | --- |

2.1.

| 2.1.1. | in no case, however, the limit value shall be lower than 6 bar (600 kPa) or higher than 10 bar (1 000 kPa); |
| --- | --- |

2.1.1.

| 2.2. | Maintain constant the value of the pressure for at least 10 minutes. |
| --- | --- |

2.2.

| 2.3. | Decrease, progressively, the pressure of the water to zero and drain the tyre. |
| --- | --- |

2.3.

| 2.4. | Whilst the pressure of the water inside the tyre is higher than the ambient pressure, nobody shall stand inside the test room, that shall be safely locked. |
| --- | --- |

2.4.

3.   EQUIVALENT TEST METHODS

If a method other than that described above is used, its equivalence must be demonstrated.

---

ANNEX 9

LOAD/SPEED TEST PROCEDURE

1.   SCOPE AND RANGE OF APPLICATION

| 1.1. | This test procedure is applicable for new tyres marked with speed catogory symbol ‘D’. |
| --- | --- |

1.1.

| 1.2. | It serves the purpose to assess the suitability of the tyre for the claimed performances. |
| --- | --- |

1.2.

2.   PREPARING THE TYRE

| 2.1. | Mount new tyres on the test rim specified by the manufacturer pursuant to paragraph 4.1.10 of this Regulation. |
| --- | --- |

2.1.

| 2.1.1. | To seat the beads do not exceed the maximum pressure marked on the tyre sidewalls. |
| --- | --- |

2.1.1.

| 2.2. | Use a new inner tube when testing tyres with inner tubes (i.e. tyres not bearing the marking ‘Tubeless’). |
| --- | --- |

2.2.

| 2.3. | With the tyre beads properly seated on the rim, inflate the tyre to the pressure corresponding to the test pressure specified by the tyre manufacturer for the type of test programme, pursuant to paragraph 4.1.15 of this Regulation. |
| --- | --- |

2.3.

| 2.4. | Condition the tyre and wheel assembly at test room temperature for not less than three hours. |
| --- | --- |

2.4.

| 2.5. | Readjust the tyre pressure to that specified in paragraph 2.3 above. |
| --- | --- |

2.5.

| 2.6. | On request of the tyre manufacturer proceed with the test programme as specified in either of the following paragraphs: | test procedure in a laboratory on a test drum (paragraph 3 below), or |
| --- | --- | --- |

2.6.

test procedure in a laboratory on a test drum (paragraph 3 below), or

| | test procedure on a road using a trailer (paragraph 4). |
| --- | --- |

test procedure on a road using a trailer (paragraph 4).

3.   TEST PROCEDURE ON A TEST DRUM

| 3.1. | Mount the tyre and wheel assembly on the test axle and press it against the outer face of a smooth power-driven test drum of at least 1 700 mm ± 1 per cent in diameter having a surface at least as wide as the tyre tread. |
| --- | --- |

3.1.

| 3.1.1. | Drum widths narrower than the tyre tread pattern may be used if the tyre manufacturer agrees. |
| --- | --- |

3.1.1.

| 3.2. | Test drum speed: 20 km/h. |
| --- | --- |

3.2.

| 3.3. | Apply to test axle a series of masses in accordance with the load/speed test programme shown in paragraph 3.4 below, with reference to the test load which equates:






  3.3.1. | the mass corresponding to load index marked on the tyre in case of tyres marked with speed symbol D. |
| --- | --- | --- |

3.3.

3.3.1.

the mass corresponding to load index marked on the tyre in case of tyres marked with speed symbol D.

| 3.4. | Load/speed test programme:








  Tyre speed category symbol | test step | percentage of the test load | duration (hours) |
| --- | --- | --- | --- | --- |
| D | 1 | 66  % | 7 |
| 2 | 84  % | 16 |
| 3 | 101  % | 24 |

3.4.

Tyre speed category symbol

test step

percentage of the test load

duration (hours)

D

1

66  %

7

2

84  %

16

3

101  %

24

| 3.4.1. | In case of a test drum diameter larger than 1 700 mm ± 1 per cent, the above ‘percentage of test load’ shall be increased as follows:
  F1 = K × F2
  where









  R1 | is the diameter of test drum, in millimeter |
| --- | --- | --- |
| R2 | is the diameter of the reference test drum of 1 700 mm |
| rT | is the tyre outer diameter (see paragraph 6.2 of this Regulation), in millimeter |
| F1 | is the percentage of load to be applied for the test drum |
| F2 | is the percentage of load, as per above table, to be applied for reference test drum of 1 700 mm |
| Example: | K = 1 for a test drum diameter of 1 700 mm; |

3.4.1.

F1 = K × F2

where
  Formula

R1

is the diameter of test drum, in millimeter

R2

is the diameter of the reference test drum of 1 700 mm

rT

is the tyre outer diameter (see paragraph 6.2 of this Regulation), in millimeter

F1

is the percentage of load to be applied for the test drum

F2

is the percentage of load, as per above table, to be applied for reference test drum of 1 700 mm

Example:

K = 1 for a test drum diameter of 1 700 mm;

In case of a test drum diameter of 3 000 mm and a tyre diameter of 1 500 mm:

Formula

| 3.5. | The tyre pressure must not be corrected throughout the test and the test load must be kept constant throughout each of the three test steps. |
| --- | --- |

3.5.

| 3.6. | During the test the temperature in the test room must be maintained at between 20 °C and 30 °C or at another temperature if the manufacturer so agrees. |
| --- | --- |

3.6.

| 3.7. | The load/speed test programme must be carried out without interruption. |
| --- | --- |

3.7.

4.   TEST PROCEDURE ON A TRAILER

| 4.1. | Mount two new tyres of the same type on a trailer |
| --- | --- |

4.1.

| 4.2. | Apply on the trailer a mass in order that each tyre be equally loaded with a test load corresponding to the load carrying capacity allowed for that tyre type at 15 km/h (see load variations in annex 7). |
| --- | --- |

4.2.

| 4.3. | Run the trailer at a constant speed of 15 km/h ± 1 km/h for 48 hours. |
| --- | --- |

4.3.

| 4.3.1. | Temporary interruptions are allowed, but they must be compensated by an additional run-in of 5 min for every 20 minutes of interruption. |
| --- | --- |

4.3.1.

| 4.4. | The tyre pressure must not be corrected and the test load must be kept constant throughout the test. |
| --- | --- |

4.4.

| 4.5. | During the test the ambient temperature shall be between 5 °C and 30 °C or at another temperature if the manufacturer so agrees. |
| --- | --- |

4.5.

5.   EQUIVALENT TEST METHODS

If a method other than those described above is used, its equivalence must be demonstrated.

---

ANNEX 10

TYRE CLASSIFICATION CODE

(Optional marking)

| Classification code | Nomenclature |
| --- | --- |
| F-1 | Agricultural tractor steering wheel tyres: single rib tread |
| F-2 | Agricultural tractor steering wheel tyres: multiple rib tread |
| F-3 | Steering wheel tyres: industrial service (construction application) |
| | |
| G-1 | Garden tractor tyres (implement tyres): traction service |
| G-2 | Garden tractor tyres (implement tyres): flotation traction service |
| G-3 | Garden tractor tyres (implement tyres): maximum flotation service |
| | |
| I-1 | Agricultural implement tyres: multi-rib tread |
| I-2 | Agricultural implement tyres: moderate traction service |
| I-3 | Agricultural implement tyres: traction tread |
| I-4 | Agricultural implement tyres: plough tail wheel service |
| I-5 | Agricultural implement tyres: steering service |
| I-6 | Agricultural implement tyres: Smooth tread |
| | |
| LS-1 | Logging and Forestry Service Tyres: regular tread |
| LS-2 | Logging and Forestry service tyres: intermediate tread |
| LS-3 | Logging and Forestry service tyres: deep tread |
| LS-4 | Logging and Forestry Service Tyres: shallow tread |
| | |
| R-1 | Agricultural tractor drive wheel tyres: regular tread |
| R-2 | Agricultural tractor drive wheel tyres: cane and rice service (deep tread) |
| R-3 | Agricultural tractor drive wheel tyres: flotation service (shallow tread) |
| R-4 | Drive wheel tyres: industrial service (construction application) |

Classification code

Nomenclature

F-1

Agricultural tractor steering wheel tyres: single rib tread

F-2

Agricultural tractor steering wheel tyres: multiple rib tread

F-3

Steering wheel tyres: industrial service (construction application)

G-1

Garden tractor tyres (implement tyres): traction service

G-2

Garden tractor tyres (implement tyres): flotation traction service

G-3

Garden tractor tyres (implement tyres): maximum flotation service

I-1

Agricultural implement tyres: multi-rib tread

I-2

Agricultural implement tyres: moderate traction service

I-3

Agricultural implement tyres: traction tread

I-4

Agricultural implement tyres: plough tail wheel service

I-5

Agricultural implement tyres: steering service

I-6

Agricultural implement tyres: Smooth tread

LS-1

Logging and Forestry Service Tyres: regular tread

LS-2

Logging and Forestry service tyres: intermediate tread

LS-3

Logging and Forestry service tyres: deep tread

LS-4

Logging and Forestry Service Tyres: shallow tread

R-1

Agricultural tractor drive wheel tyres: regular tread

R-2

Agricultural tractor drive wheel tyres: cane and rice service (deep tread)

R-3

Agricultural tractor drive wheel tyres: flotation service (shallow tread)

R-4

Drive wheel tyres: industrial service (construction application)

---

ANNEX 11

Example of the pictogram to be marked on both tyre sidewalls of the tyres to explicit the maximum inflation pressure not to be exceeded for bead seating during tyre mounting

Image 66

The pictogram must be placed on both sidewalls.

The value of inflation pressure (2,5 bar in the example) must be the same as specified in paragraph 4.1.14 of this Regulation.

Minimum heights of markings

| (mm) |
| --- |
| | Tyres of rim diameter code < 20 (508 mm) or of nominal section width ≤ 235 mm | Tyres of rim diameter code ≥ 20 (508 mm) or of nominal section width > 235 mm |
| a | 2 | 4 |

(mm)

Tyres of rim diameter code < 20 (508 mm) or of nominal section width ≤ 235 mm

Tyres of rim diameter code ≥ 20 (508 mm) or of nominal section width > 235 mm

a

2

4

The pictogram must be placed on both sidewalls.

The value of inflation pressure (250 kPa in the example) must be the same as specified by the tyre manufacturer in paragraph 4.1.14 of this Regulation.

---

| 30.9.2010 | EN | Official Journal of the European Union | L 257/280 |
| --- | --- | --- | --- |

30.9.2010

EN

Official Journal of the European Union

L 257/280

---

Only the original UN/ECE texts have legal effect under international public law. The status and date of entry into force of this Regulation should be checked in the latest version of the UN/ECE status document TRANS/WP.29/343, available at:

http://www.unece.org/trans/main/wp29/wp29wgs/wp29gen/wp29fdocstts.html

Regulation No 120 of the Economic Commission for Europe of the United Nations (UN/ECE) — Uniform provisions concerning the approval of internal combustion engines to be installed in agricultural and forestry tractors and in non-road mobile machinery, with regard to the measurement of the net power, net torque and specific fuel consumption

Date of entry into force: 6 April 2005

CONTENTS

REGULATION

| 1. | Scope |
| --- | --- |

1.

| 2. | Definitions |
| --- | --- |

2.

| 3. | Application for approval |
| --- | --- |

3.

| 4. | Approval |
| --- | --- |

4.

| 5. | Specifications and tests |
| --- | --- |

5.

| 6. | Conformity of production |
| --- | --- |

6.

| 7. | Penalties for non-conformity of production |
| --- | --- |

7.

| 8. | Modification and extension of approval of an engine type or engine family |
| --- | --- |

8.

| 9. | Production definitely discontinued |
| --- | --- |

9.

| 10. | Names and addresses of technical services responsible for conducting approval tests, and of administrative departments |
| --- | --- |

10.

ANNEXES

| Annex 1 — | Essential characteristics of the internal combustion engine and general information concerning the conduct of tests

  Appendix 1— Essential characteristics of the engine/parent engine

  Appendix 2— Essential characteristics of the engine family

  Appendix 3— Essential characteristics of engine type within the family |
| --- | --- |

Annex 1 —

Essential characteristics of the internal combustion engine and general information concerning the conduct of tests

Appendix 1— Essential characteristics of the engine/parent engine

Appendix 1

Appendix 2— Essential characteristics of the engine family

Appendix 2

Appendix 3— Essential characteristics of engine type within the family

Appendix 3

| Annex 2 — | Communication concerning the approval or extension or refusal or withdrawal of approval or production definitely discontinued of an engine or engine family pursuant to Regulation No 120 |
| --- | --- |

Annex 2 —

| Annex 3 — | Arrangements of approval marks |
| --- | --- |

Annex 3 —

| Annex 4 — | Method for measuring internal combustion engine net power

  Appendix— Results of tests for measuring net power engine |
| --- | --- |

Annex 4 —

Method for measuring internal combustion engine net power

Appendix— Results of tests for measuring net power engine

Appendix

| Annex 5 — | Essential characteristics of the engine family |
| --- | --- |

Annex 5 —

| Annex 6 — | Checks on conformity of production |
| --- | --- |

Annex 6 —

| Annex 7 — | Technical data of reference fuels |
| --- | --- |

Annex 7 —

1.   SCOPE

| 1.1. | This Regulation applies to the representation of the curves as a function of engine speed of the power, torque and specific fuel consumption at full load, indicated by the manufacturer for internal combustion engines to be used:






  1.1.1. | in category T vehicles (1); |
| --- | --- | --- |

1.1.

This Regulation applies to the representation of the curves as a function of engine speed of the power, torque and specific fuel consumption at full load, indicated by the manufacturer for internal combustion engines to be used:

1.1.1.

in category T vehicles (1);

1

| 1.1.2. | in machinery intended and suited to move, or to be moved on the ground, with or without road, operated under intermittent or constant speed. |
| --- | --- |

1.1.2.

in machinery intended and suited to move, or to be moved on the ground, with or without road, operated under intermittent or constant speed.

| 1.2. | The internal combustion engines belong to one of the following categories:






  1.2.1. | Reciprocating internal combustion engines (positive-ignition or compression-ignition), but excluding free piston engines; |
| --- | --- | --- |

1.2.

The internal combustion engines belong to one of the following categories:

1.2.1.

Reciprocating internal combustion engines (positive-ignition or compression-ignition), but excluding free piston engines;

| 1.2.2. | Rotary piston engines (positive-ignition or compression-ignition). |
| --- | --- |

1.2.2.

Rotary piston engines (positive-ignition or compression-ignition).

2.   DEFINITIONS

| 2.1. | ‘Approval of an engine’ means the approval of an engine type with regard to its net power measured in accordance with the procedure specified in Annex 4 to this Regulation; |
| --- | --- |

2.1.

‘Approval of an engine’ means the approval of an engine type with regard to its net power measured in accordance with the procedure specified in Annex 4 to this Regulation;

| 2.2. | ‘Approval of an engine family’ means the approval of the members of an engine family with regard to their net power in accordance with the procedure specified in Annexes 5 or 6 to this Regulation; |
| --- | --- |

2.2.

‘Approval of an engine family’ means the approval of the members of an engine family with regard to their net power in accordance with the procedure specified in Annexes 5 or 6 to this Regulation;

| 2.3. | ‘Engine type’ means a category of engines which do not differ in such essential engine characteristics as defined in Annex 1 — Appendix 3; |
| --- | --- |

2.3.

‘Engine type’ means a category of engines which do not differ in such essential engine characteristics as defined in Annex 1 — Appendix 3;

| 2.4. | ‘Engine family’ means a manufacturer’s grouping of engines which, through their design, fulfil the grouping criteria laid down in Annex 5 to this Regulation; |
| --- | --- |

2.4.

‘Engine family’ means a manufacturer’s grouping of engines which, through their design, fulfil the grouping criteria laid down in Annex 5 to this Regulation;

| 2.5. | ‘Parent engine’ means an engine selected from an engine family in such a way that it complies with requirements set out in Annex 5 of this Regulation; |
| --- | --- |

2.5.

‘Parent engine’ means an engine selected from an engine family in such a way that it complies with requirements set out in Annex 5 of this Regulation;

| 2.6. | ‘Net power’ means the power obtained on a test bench at the end of the crankshaft or its equivalent at the corresponding engine speed with the auxiliaries and equipment listed in Table 1 of Annex 4 to this Regulation, determined under reference atmospheric conditions; |
| --- | --- |

2.6.

‘Net power’ means the power obtained on a test bench at the end of the crankshaft or its equivalent at the corresponding engine speed with the auxiliaries and equipment listed in Table 1 of Annex 4 to this Regulation, determined under reference atmospheric conditions;

| 2.7. | ‘Rated net power’ means engine net power as declared by the manufacturer at rated speed; |
| --- | --- |

2.7.

‘Rated net power’ means engine net power as declared by the manufacturer at rated speed;

| 2.8. | ‘Maximum net power’ means the maximum value of the net power measured at full engine load; |
| --- | --- |

2.8.

‘Maximum net power’ means the maximum value of the net power measured at full engine load;

| 2.9. | ‘Rated speed’ means the maximum full load speed allowed by the governor, as specified by the manufacturer; |
| --- | --- |

2.9.

‘Rated speed’ means the maximum full load speed allowed by the governor, as specified by the manufacturer;

| 2.10. | ‘Maximum net power speed’ means the engine speed at which the maximum net power is obtained, as specified by the manufacturer; |
| --- | --- |

2.10.

‘Maximum net power speed’ means the engine speed at which the maximum net power is obtained, as specified by the manufacturer;

| 2.11. | ‘Maximum torque speed’ means the engine speed at which the maximum torque is obtained, as specified by the manufacturer; |
| --- | --- |

2.11.

‘Maximum torque speed’ means the engine speed at which the maximum torque is obtained, as specified by the manufacturer;

| 2.12. | ‘Maximum torque’ means the maximum value of the net torque measured at full engine load. |
| --- | --- |

2.12.

‘Maximum torque’ means the maximum value of the net torque measured at full engine load.

3.   APPLICATION FOR APPROVAL

| 3.1. | The application for approval of an engine type or an engine family with regard to the measurement of the net power shall be submitted by the manufacturer or by his duly accredited representative. |
| --- | --- |

3.1.

The application for approval of an engine type or an engine family with regard to the measurement of the net power shall be submitted by the manufacturer or by his duly accredited representative.

| 3.2. | It shall be accompanied by the following documents in triplicate: description of the engine type or engine family comprising all the relevant particulars referred to in Annex 1 to this Regulation. |
| --- | --- |

3.2.

It shall be accompanied by the following documents in triplicate: description of the engine type or engine family comprising all the relevant particulars referred to in Annex 1 to this Regulation.

| 3.3. | An engine representative of the engine type to be approved, or the parent engine, in case of an engine family, fitted with the equipment prescribed in Annex 4 to this Regulation, shall be submitted to the technical service conducting the approval tests. |
| --- | --- |

3.3.

An engine representative of the engine type to be approved, or the parent engine, in case of an engine family, fitted with the equipment prescribed in Annex 4 to this Regulation, shall be submitted to the technical service conducting the approval tests.

4.   APPROVAL

| 4.1. | If the power of the engine submitted for approval pursuant to this Regulation was measured according to the specifications of paragraph 5 below, approval of the engine type or family shall be granted. |
| --- | --- |

4.1.

If the power of the engine submitted for approval pursuant to this Regulation was measured according to the specifications of paragraph 5 below, approval of the engine type or family shall be granted.

| 4.2. | An approval number shall be assigned to each engine type or family approved. Its first two digits (at present 00 for the Regulation in its original form) shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party shall not assign the same number to another engine type or family. |
| --- | --- |

4.2.

An approval number shall be assigned to each engine type or family approved. Its first two digits (at present 00 for the Regulation in its original form) shall indicate the series of amendments incorporating the most recent major technical amendments made to the Regulation at the time of issue of the approval. The same Contracting Party shall not assign the same number to another engine type or family.

| 4.3. | Notice of approval or of extension or of refusal of approval of an engine type or an engine family pursuant to this Regulation shall be communicated to the Parties to the 1958 Agreement applying this Regulation by means of a form conforming to the model in Annex 2 to this Regulation. |
| --- | --- |

4.3.

Notice of approval or of extension or of refusal of approval of an engine type or an engine family pursuant to this Regulation shall be communicated to the Parties to the 1958 Agreement applying this Regulation by means of a form conforming to the model in Annex 2 to this Regulation.

| 4.4. | There shall be affixed, conspicuously and in a readily accessible place as specified on the approval form, to every engine conforming to an engine type or an engine family approved under this Regulation an international approval mark consisting of:






  4.4.1. | A circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval (2); |
| --- | --- | --- |

4.4.

There shall be affixed, conspicuously and in a readily accessible place as specified on the approval form, to every engine conforming to an engine type or an engine family approved under this Regulation an international approval mark consisting of:

4.4.1.

A circle surrounding the letter ‘E’ followed by the distinguishing number of the country which has granted approval (2);

2

| 4.4.2. | The number of this Regulation, followed by the letter ‘R’, a dash and the approval number to the right of the circle prescribed in paragraph 4.4.1.
  Alternatively, instead of affixing these approval marks and symbols to the engine, the manufacturer may decide that engine approved under this Regulation shall be accompanied by a document giving this information in order to enable the approval marks and symbol to be attached to the vehicle. |
| --- | --- |

4.4.2.

The number of this Regulation, followed by the letter ‘R’, a dash and the approval number to the right of the circle prescribed in paragraph 4.4.1.

Alternatively, instead of affixing these approval marks and symbols to the engine, the manufacturer may decide that engine approved under this Regulation shall be accompanied by a document giving this information in order to enable the approval marks and symbol to be attached to the vehicle.

| 4.5. | If the engine conforms to an approved type or family under one or more other Regulations annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.4.1 need not be repeated; in such a case the Regulation and approval numbers and the additional symbols of all the Regulations under which approval has been granted under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.1. |
| --- | --- |

4.5.

If the engine conforms to an approved type or family under one or more other Regulations annexed to the Agreement, in the country which has granted approval under this Regulation, the symbol prescribed in paragraph 4.4.1 need not be repeated; in such a case the Regulation and approval numbers and the additional symbols of all the Regulations under which approval has been granted under this Regulation shall be placed in vertical columns to the right of the symbol prescribed in paragraph 4.4.1.

| 4.6. | The approval mark shall be placed close to or on the data plate affixed by the manufacturer to the approved type. |
| --- | --- |

4.6.

The approval mark shall be placed close to or on the data plate affixed by the manufacturer to the approved type.

| 4.7. | Annex 3 to this Regulation gives examples of arrangements of approval marks. |
| --- | --- |

4.7.

Annex 3 to this Regulation gives examples of arrangements of approval marks.

| 4.8. | Every engine conforming to an engine type or an engine family approved under this Regulation must bear, in addition to the approval mark:






  4.8.1. | the trademark or trade name of the manufacturer of the engine; |
| --- | --- | --- |

4.8.

Every engine conforming to an engine type or an engine family approved under this Regulation must bear, in addition to the approval mark:

4.8.1.

the trademark or trade name of the manufacturer of the engine;

| 4.8.2. | the manufacturer’s engine code. |
| --- | --- |

4.8.2.

the manufacturer’s engine code.

5.   SPECIFICATIONS AND TESTS

5.1.   General

The components liable to affect the power of the engine shall be so designed, constructed and assembled as to enable the engine in normal use, despite the vibrations to which it may be subjected, to comply with the provisions of this Regulation.

5.2.   Description of tests for internal combustion engines

5.2.1.   The net power test shall consist of a run at full throttle for positive-ignition engines and at fixed full-load fuel injection pump setting for compression-ignition engines, the engine being equipped as specified in Table 1 of Annex 4 to this Regulation.

5.2.2.   Measurements shall be taken at a sufficient number of engine speeds to define correctly the power, torque and specific fuel consumption curves between the lowest and the highest engine speeds recommended by the manufacturer. This range of speeds must include the rotational speeds at which the engine produces its rated net power, its maximum power and its maximum torque.

5.2.3.   The fuel used shall be the following:

| 5.2.3.1. | For positive-ignition engines fuelled with petrol:
  The fuel used shall be the reference fuel specified in Annex 7. |
| --- | --- |

5.2.3.1.

For positive-ignition engines fuelled with petrol:

The fuel used shall be the reference fuel specified in Annex 7.

| 5.2.3.2. | For positive-ignition engines fuelled with LPG:






  5.2.3.2.1. | In the case of an engine with self-adaptive fuelling:
  The fuel used shall be the one available on the market. In any case of dispute the fuel shall be one of the reference fuels specified in Annex 7; |
| --- | --- | --- |

5.2.3.2.

For positive-ignition engines fuelled with LPG:

5.2.3.2.1.

In the case of an engine with self-adaptive fuelling:

The fuel used shall be the one available on the market. In any case of dispute the fuel shall be one of the reference fuels specified in Annex 7;

| 5.2.3.2.2. | In the case of an engine without self-adaptive fuelling:
  The fuel used shall be the reference fuel specified in Annex 7 with the lowest C3-content, or |
| --- | --- |

5.2.3.2.2.

In the case of an engine without self-adaptive fuelling:

The fuel used shall be the reference fuel specified in Annex 7 with the lowest C3-content, or

| 5.2.3.2.3. | In the case of an engine labelled for one specific fuel composition:
  The fuel used shall be the fuel for which the engine is labelled. |
| --- | --- |

5.2.3.2.3.

In the case of an engine labelled for one specific fuel composition:

The fuel used shall be the fuel for which the engine is labelled.

| 5.2.3.2.4. | The fuel used shall be specified in the test report. |
| --- | --- |

5.2.3.2.4.

The fuel used shall be specified in the test report.

| 5.2.3.3. | For positive-ignition engines fuelled with natural gas:






  5.2.3.3.1. | In the case of an engine with self-adaptive fuelling:
  The fuel used shall be the one available on the market. In any case of dispute the fuel shall be one of the references fuels specified in Annex 7; |
| --- | --- | --- |

5.2.3.3.

For positive-ignition engines fuelled with natural gas:

5.2.3.3.1.

In the case of an engine with self-adaptive fuelling:

The fuel used shall be the one available on the market. In any case of dispute the fuel shall be one of the references fuels specified in Annex 7;

| 5.2.3.3.2. | In the case of an engine without self-adaptive fuelling:
  The fuel used shall be the one available on the market with the Wobbe Index at least 52,6 MJm–3 (20 °C, 101,3 kPa). In case of dispute the fuel used shall be the reference fuel GR specified in Annex 7, i.e. the fuel with the highest Wobbe Index, or |
| --- | --- |

5.2.3.3.2.

In the case of an engine without self-adaptive fuelling:

The fuel used shall be the one available on the market with the Wobbe Index at least 52,6 MJm–3 (20 °C, 101,3 kPa). In case of dispute the fuel used shall be the reference fuel GR specified in Annex 7, i.e. the fuel with the highest Wobbe Index, or

–3

| 5.2.3.3.3. | In the case of an engine labelled for a specific range of fuels:
  The fuel used shall be the one available on the market with the Wobbe Index at least 52,6 MJm–3 (20 °C, 101,3 kPa) if the engine is labelled for the H-range of gases, or at least 47,2 MJm–3 (20 °C, 101,3 kPa) if the engine is labelled for the L-range of gases. In case of dispute the fuel used shall be the reference fuel GR specified in Annex 7 if the engine is labelled for the H-range of gases, or the reference fuel G23 if the engine is labelled for the L-range of gases, i.e. the fuel with the highest Wobbe Index for the relevant range, or (3) |
| --- | --- |

5.2.3.3.3.

In the case of an engine labelled for a specific range of fuels:

The fuel used shall be the one available on the market with the Wobbe Index at least 52,6 MJm–3 (20 °C, 101,3 kPa) if the engine is labelled for the H-range of gases, or at least 47,2 MJm–3 (20 °C, 101,3 kPa) if the engine is labelled for the L-range of gases. In case of dispute the fuel used shall be the reference fuel GR specified in Annex 7 if the engine is labelled for the H-range of gases, or the reference fuel G23 if the engine is labelled for the L-range of gases, i.e. the fuel with the highest Wobbe Index for the relevant range, or (3)

–3

–3

3

| 5.2.3.3.4. | In the case of an engine labelled for one specific fuel composition:
  The fuel used shall be the fuel for which the engine is labelled. |
| --- | --- |

5.2.3.3.4.

In the case of an engine labelled for one specific fuel composition:

The fuel used shall be the fuel for which the engine is labelled.

| 5.2.3.3.5. | The fuel used shall be specified in the test report. |
| --- | --- |

5.2.3.3.5.

The fuel used shall be specified in the test report.

| 5.2.3.4. | For compression-ignition engines:
  The fuel used shall be the reference fuel specified in Annex 7. |
| --- | --- |

5.2.3.4.

For compression-ignition engines:

The fuel used shall be the reference fuel specified in Annex 7.

5.2.4.   Measurements shall be carried out according to the provisions of Annex 5 to this Regulation.

5.2.5.   The test report shall contain the results and all the calculations required to determine the net power, as listed in the appendix to Annex 4 to this Regulation together with the characteristics of the engine, as listed in Annex 1 to this Regulation.

5.3.   Interpretation of Results

5.3.1.   Net Power

The net power declared by the manufacturer for the type of engine (or parent engine) shall be accepted if it does not differ by more than ± 2 per cent for rated net power and more than ± 4 per cent at the other measurement points on the curve with a tolerance of ± 1,5 per cent for engine speed, from the values measured by the technical service on the engine submitted for testing.

5.3.2.   Rated speed

The rated speed declared by the manufacturer shall not deviate by more than 100 min–1 from the declared value.

–1

5.3.3.   Fuel consumption

The specific fuel consumption curve declared by the manufacturer for the type of engine (or parent engine) shall be accepted if it does not differ by more than ± 8 per cent at all measurement points from the values measured for the same points by the technical service on the engine submitted for testing.

5.3.4.   Engine family

In case of compliance of the parent engine to the conditions in paragraphs 5.3.1 and 5.3.2, the acceptance is automatically extended to all the declared curves of the family members.

6.   CONFORMITY OF PRODUCTION

The conformity of production procedures shall comply with those set out in the Agreement, Appendix 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), with the following requirements:

| 6.1. | Engines approved under this Regulation shall be so manufactured as to conform to the type approved. |
| --- | --- |

6.1.

Engines approved under this Regulation shall be so manufactured as to conform to the type approved.

| 6.2. | The minimum requirements for conformity of production control procedures set forth in Annex 6 to this Regulation shall be complied with. |
| --- | --- |

6.2.

The minimum requirements for conformity of production control procedures set forth in Annex 6 to this Regulation shall be complied with.

7.   PENALTIES FOR NON-CONFORMITY OF PRODUCTION

| 7.1. | The approval granted in respect of an engine type or an engine family pursuant to this Regulation may be withdrawn if the requirements set forth in paragraph 6.1. above are not met or if an engine or an engine family bearing the approval mark does not conform to the type approved. |
| --- | --- |

7.1.

The approval granted in respect of an engine type or an engine family pursuant to this Regulation may be withdrawn if the requirements set forth in paragraph 6.1. above are not met or if an engine or an engine family bearing the approval mark does not conform to the type approved.

| 7.2. | If a Contracting Party to the 1958 Agreement applying this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation, by means of a communication form conforming to the model in Annex 2 to this Regulation. |
| --- | --- |

7.2.

If a Contracting Party to the 1958 Agreement applying this Regulation withdraws an approval it has previously granted, it shall forthwith so notify the other Contracting Parties applying this Regulation, by means of a communication form conforming to the model in Annex 2 to this Regulation.

8.   MODIFICATION AND EXTENSION OF APPROVAL OF AN ENGINE TYPE OR ENGINE FAMILY

| 8.1. | Every modification of an engine type or an engine family with regard to the characteristics in Annex 1, shall be notified to the administrative department which approved the engine type or engine family. The department may then either:






  8.1.1. | Consider that the modifications made are unlikely to have any appreciable adverse effect and that in any case the engine still complies with the requirements; or |
| --- | --- | --- |

8.1.

Every modification of an engine type or an engine family with regard to the characteristics in Annex 1, shall be notified to the administrative department which approved the engine type or engine family. The department may then either:

8.1.1.

Consider that the modifications made are unlikely to have any appreciable adverse effect and that in any case the engine still complies with the requirements; or

| 8.1.2. | Require a further test report from the technical service responsible for conducting the tests. |
| --- | --- |

8.1.2.

Require a further test report from the technical service responsible for conducting the tests.

| 8.2. | Confirmation or refusal of approval, specifying the alterations shall be communicated by the procedure specified in paragraph 4.3 above to the Parties to the Agreement applying this Regulation. |
| --- | --- |

8.2.

Confirmation or refusal of approval, specifying the alterations shall be communicated by the procedure specified in paragraph 4.3 above to the Parties to the Agreement applying this Regulation.

| 8.3. | The competent authority issuing the extension of approval shall assign a series number for such an extension and inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in Annex 2 to this Regulation. |
| --- | --- |

8.3.

The competent authority issuing the extension of approval shall assign a series number for such an extension and inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in Annex 2 to this Regulation.

9.   PRODUCTION DEFINITELY DISCONTINUED

If the holder of an approval completely ceases to manufacture an engine type or an engine family approved in accordance with this Regulation, he shall so inform the authority which granted the approval. Upon receiving the relevant communication that authority shall inform thereof the other Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in Annex 2 to this Regulation.

10.   NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR CONDUCTING APPROVAL TESTS, AND OF ADMINISTRATIVE DEPARTMENTS

The Parties to the Agreement which apply this Regulation shall communicate to the United Nations Secretariat the names and addresses of the technical services responsible for conducting approval tests, and/or the administrative departments which grant approval, and to which forms certifying approval or extension or refusal of approval, issued in other countries, are to be sent.

---

(1)  As described in Annex 7 to the Consolidated Resolution on the Construction of Vehicles (R.E.3) (TRANS/WP.29/78/Rev.1/Amend. 2).

1

(2)  1 for Germany, 2 for France, 3 for Italy, 4 for the Netherlands, 5 for Sweden, 6 for Belgium, 7 for Hungary, 8 for the Czech Republic, 9 for Spain, 10 for Serbia and Montenegro, 11 for the United Kingdom, 12 for Austria, 13 for Luxembourg, 14 for Switzerland, 15 (vacant), 16 for Norway, 17 for Finland, 18 for Denmark, 19 for Romania, 20 for Poland, 21 for Portugal, 22 for the Russian Federation, 23 for Greece, 24 for Ireland, 25 for Croatia, 26 for Slovenia, 27 for Slovakia, 28 for Belarus, 29 for Estonia, 30 (vacant), 31 for Bosnia and Herzegovina, 32 for Latvia, 33 (vacant), 34 for Bulgaria, 35 (vacant), 36 for Lithuania, 37 for Turkey, 38 (vacant), 39 for Azerbaijan, 40 for The former Yugoslav Republic of Macedonia, 41 (vacant), 42 for the European Community (Approvals are granted by its Member States using their respective ECE symbol), 43 for Japan, 44 (vacant), 45 for Australia, 46 for Ukraine, 47 for South Africa, 48 for New Zealand, 49 for Cyprus, 50 for Malta and 51 for the Republic of Korea. Subsequent numbers shall be assigned to other countries in the chronological order in which they ratify or accede to the Agreement Concerning the Adoption of Uniform Technical Prescriptions for Wheeled Vehicles, Equipment and Parts which can be Fitted and/or be Used on Wheeled Vehicles and the Conditions for Reciprocal Recognition of Approvals Granted on the Basis of these Prescriptions, and the numbers thus assigned shall be communicated by the Secretary-General of the United Nations to the Contracting Parties to the Agreement.

2

(3)  
  ‘Wobbe Index (lower Wl; or upper Wu)’ means the ratio of the corresponding calorific value of a gas per unit volume and the square root of its relative density under the same reference conditions:
  Formula

3

---

ANNEX 1

Essential characteristics of the internal combustion engine and general information concerning the conduct of tests

Parent engine/engine type (1): ...

1.   General

| 1.1. | Make (name of undertaking): ... |
| --- | --- |

1.1.

| 1.2. | Type and commercial description of the parent — and (if applicable) of the family engine(s) (1): ... |
| --- | --- |

1.2.

| 1.3. | Manufacturer’s type coding as marked on the engine(s) (1): ... |
| --- | --- |

1.3.

| 1.4. | Specification of machinery to be propelled by the engine (2): ... |
| --- | --- |

1.4.

| 1.5. | Name and address of manufacturer: ... |
| --- | --- |

1.5.

| 1.6. | Name and address of manufacturer’s authorized representative (if any): ... |
| --- | --- |

1.6.

| 1.7. | Location, coding and method of affixing of the engine identification: ... |
| --- | --- |

1.7.

| 1.8. | Location and method of affixing of the approval mark: ... |
| --- | --- |

1.8.

| 1.9. | Address(es) of assembly plant(s): ... |
| --- | --- |

1.9.

2.   Attachments

| 2.1. | Essential characteristics of the parent engine(s) (see Appendix 1) ... |
| --- | --- |

2.1.

| 2.2. | Essential characteristics of the engine family (see Appendix 2) ... |
| --- | --- |

2.2.

| 2.3. | Essential characteristics of engine types within the family (see Appendix 3) ... |
| --- | --- |

2.3.

3.   Characteristics of engine-related parts of the mobile machinery (if applicable) ...

4.   Photographs of the parent engine ...

5.   List of further attachments:

| 5.1. | Appendix 1/Appendix 2/Appendix 3 (1) |
| --- | --- |

5.1.

Appendix 1/Appendix 2/Appendix 3 (1)

| 5.2. | Declared power, torque and specific fuel consumption curves for engine/parent engine and engines within the family (1) |
| --- | --- |

5.2.

Declared power, torque and specific fuel consumption curves for engine/parent engine and engines within the family (1)

| 5.3. | Any further attachments, if any: ... |
| --- | --- |

5.3.

Any further attachments, if any: ...

---

(1)  Strike out what does not apply.

(2)  List the types and models.

APPENDIX 1

ESSENTIAL CHARACTERISTICS OF THE ENGINE/PARENT ENGINE
   (1)

1.   DESCRIPTION OF ENGINE

1.1.   Manufacturer: ...

1.2.   Manufacturer’s engine code: ...

1.3.   Working principle: positive-ignition/compression-ignition, four-stroke/two-stroke (1)

1.4.   Bore (2): ...mm

1.5.   Stroke (2): ... mm

1.6.   Number, layout and firing order of cylinders: ...

1.7.   Engine capacity (3): ...cm3

1.8.   Volumetric compression ratio (4): ...

1.9.   Combustion system description: ...

1.10.   Drawing(s) of combustion chamber and piston crown: ...

1.11.   Minimum cross-sectional area of inlet and outlet ports: ...

1.12.   Cooling system: liquid/air (1)

1.12.1.   Liquid

1.12.1.1.   Nature of liquid: ...

1.12.1.2.   Circulating pump(s): yes/no (1)

1.12.1.3.   Characteristics or make(s) and type(s) (if applicable): ...

1.12.1.4.   Drive ratio(s) (if applicable): ...

1.12.2.   Air

1.12.2.1.   Blower: yes/no (1)

1.12.2.2.   Characteristics or make(s) and type(s) (if applicable): ...

1.12.2.3.   Drive ratio(s) (if applicable): ...

1.13.   Temperature permitted by the manufacturer

1.13.1.   Liquid cooling: maximum temperature at outlet: ... K

1.13.2.   Air cooling: reference point: ...

1.13.3.   Maximum temperature at reference point: ... K

1.13.4.   Maximum charge air outlet temperature at the inlet inter-cooler (if applicable): ...K

1.13.5.   Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of the exhaust manifold(s): ... K

1.13.6.   Lubricant temperature:

| | minimum ... K |
| --- | --- |

minimum ... K

| | maximum ... K |
| --- | --- |

maximum ... K

1.14.   Pressure charger: yes/no (5)

1.14.1.   Make: ...

1.14.2.   Type: ...

1.14.3.   Description of the system (e.g. max. charge pressure, waste-gate, if applicable): ...

1.14.4.   Inter-cooler: yes/no (5)

1.15.   Intake system: maximum allowable intake depression at rated engine speed and at 100 % load: ... kPa

1.16.   Exhaust system: maximum allowable exhaust back-pressure at rated engine speed and at 100 % load: ... kPa

2.   ADDITIONAL ANTI-POLLUTION DEVICES (if any, and if not covered by another heading)

2.1.   Description and/or diagram(s): ...

3.   FUEL FEED FOR COMPRESSION-IGNITION ENGINES

3.1.   Feed pump

3.1.1.   Pressure or characteristic diagram (6) ... kPa

3.2.   Injection system

3.2.1.   Pump

3.2.1.1.   Make(s): ...

3.2.1.2.   Type(s): ...

3.2.1.3.   Maximum fuel delivery: ... mm3
   (5)
   (6) per stroke or cycle at full injection at pump speed of: ... min–1 (rated) and ... min–1 (maximum torque) respectively, or characteristic diagram: ...

3.2.1.3.1.   Mention the method used: on engine/on pump bench (5)

3.2.1.4.   Injection advance

3.2.1.4.1.   Injection advance curve (6): ...

3.2.1.4.2.   Timing (6): ...

3.2.2.   Injection piping

3.2.2.1.   Length: ... mm

3.2.2.2.   Internal diameter: ...mm

3.2.3.   Injector(s)

3.2.3.1.   Make(s): ...

3.2.3.2.   Type(s): ...

3.2.3.3.   Opening pressure or characteristic diagram (5)
   (6): ... kPa

3.2.4.   Governor

3.2.4.1.   Make(s): ...

3.2.4.2.   Type(s): ...

3.2.4.3.   Speed at which cut-off starts under full load (7): ... min–1

3.2.4.4.   Maximum no-load speed (7): ... min–1

3.2.4.5.   Idling speed (7): ...min–1

3.3.   Cold start system

3.3.1.   Make(s): ...

3.3.2.   Type(s): ...

3.3.3.   Description: ...

3.3.4.   Electronic Engine Management Control Unit

3.3.4.1.   Make(s): ...

3.3.4.2.   Type: ...

3.3.4.3.   Emission related adjustment possibilities: ...

3.3.4.4.   Further documentation: ...

4.   FUEL FEED FOR POSITIVE-IGNITION ENGINES

4.1.   Carburettor

4.1.1.   Make(s): ...

4.1.2.   Type(s): ...

4.2.   Port fuel injection: single-point or multi-point (8)

4.2.1.   Make(s): ...

4.2.2.   Type(s): ...

4.3.   Direct-injection

4.3.1.   Make(s): ...

4.3.2.   Type(s): ...

4.4.   Fuel flow [g/h] and air/fuel ratio at rated speed and wide open throttle: ...

4.5.   Electronic Engine Management Control Unit: ...

4.5.1.   Make(s): ...

4.5.2.   Type: ...

4.5.3.   Emission related adjustment possibilities: ...

4.5.4.   Further documentation: ...

5.   VALVE TIMING

5.1.   Maximum lift and angles of opening and closing in relation to dead centres or equivalent data: ...

5.2.   Reference and/or setting ranges (9): ...

5.3.   Variable valve timing system (if applicable and where: intake and/or exhaust) (9):

5.3.1.   Type: continuous or on/off (9)

5.3.2.   Cam phase shift angle: ...

6.   PORTING CONFIGURATION

6.1.   Position, size and number: ...

7.   IGNITION SYSTEM

7.1.   Ignition coil

7.1.1.   Make(s): ...

7.1.2.   Type(s): ...

7.1.3.   Number: ...

7.2.   Spark plug(s)

7.2.1.   Make(s): ...

7.2.2.   Type(s): ...

7.3.   Magneto

7.3.1.   Make(s): ...

7.3.2.   Type(s): ...

7.4.   Ignition timing

7.4.1.   Static advance with respect to Top Dead Center [crank angle degrees] ...

7.4.2.   Advance curve, if applicable ...

8.   Engine performance (declared by the manufacturer)

| Rated speed (min–1) | |
| --- | --- |
| Maximum power speed (min–1) | |
| Maximum torque speed (min–1) | |
| Rated net power (kW) | |
| Maximum net power (kW) | |
| Maximum net torque (Nm) | |

Rated speed (min–1)

Maximum power speed (min–1)

Maximum torque speed (min–1)

Rated net power (kW)

Maximum net power (kW)

Maximum net torque (Nm)

---

(1)  Strike out what does not apply.

(2)  This value shall be rounded-off to the nearest tenth of a millimetre.

(3)  This value shall be calculated with π = 3,1416 and rounded-off to the nearest cm3.

(4)  Specify the tolerance.

(5)  Strike out what does not apply.

(6)  Specify the tolerance.

(7)  Specify the tolerance.

(8)  Strike out what does not apply.

(9)  Strike out what does not apply.

APPENDIX 2

ESSENTIAL CHARACTERISTICS OF THE ENGINE FAMILY

1.   COMMON PARAMETERS (1)

| 1.1. | Combustion cycle: ... |
| --- | --- |

1.1.

| 1.2. | Cooling medium: ... |
| --- | --- |

1.2.

| 1.3. | Method of air aspiration: ... |
| --- | --- |

1.3.

| 1.4. | Combustion chamber type/design: ... |
| --- | --- |

1.4.

| 1.5. | Valve and porting — configuration, size and number: ... |
| --- | --- |

1.5.

| 1.6. | Fuel system: ... |
| --- | --- |

1.6.

| 1.7. | Engine management systems
  Proof of identity pursuant to drawing number(s): ...






  1.7.1. | charge cooling system: ... |
| --- | --- | --- |

1.7.

Proof of identity pursuant to drawing number(s): ...

1.7.1.

charge cooling system: ...

| 1.7.2. | exhaust gas recirculation (2): ... |
| --- | --- |

1.7.2.

exhaust gas recirculation (2): ...

| 1.7.3. | water injection/emulsion (2): ... |
| --- | --- |

1.7.3.

water injection/emulsion (2): ...

| 1.7.4. | air injection (2): ... |
| --- | --- |

1.7.4.

air injection (2): ...

| 1.8. | Proof of identical (or lowest for the parent engine) ratio: system capacity/fuel delivery per stroke, pursuant to diagram number(s) (3): ... |
| --- | --- |

1.8.

2.   ENGINE FAMILY LISTING

| 2.1. | Name of engine family: ... |
| --- | --- |

2.1.

| 2.2. | Specification of engines within this family: ...
  ...
  ...










  Specification | Engines of the family | Parent engine (1) |
| --- | --- | --- | --- |
| Engine type | | | | | |
| No. of cylinders | | | | | |
| Rated speed (min-1) | | | | | |
| Fuel delivery per stroke (mm3) for compression-ignition engines, fuel flow (g/h) for positive-ignition engines | | | | | |
| Rated net power (kW) | | | | | |
| Maximum net power (kW) | | | | | |
| Maximum power speed (min-1) | | | | | |
| Maximum torque speed (min-1) | | | | | |
| Fuel delivery per stroke (mm3) | | | | | |
| Maximum torque (Nm) | | | | | |
| Low idle speed (min-1) | | | | | |
| Cylinder displacement (in % of the largest one) (see Annex 5, para. 1.3) | | | | | |

2.2.

...

...

Specification

Engines of the family

Parent engine (1)

Engine type

No. of cylinders

Rated speed (min-1)

Fuel delivery per stroke (mm3) for compression-ignition engines, fuel flow (g/h) for positive-ignition engines

Rated net power (kW)

Maximum net power (kW)

Maximum power speed (min-1)

Maximum torque speed (min-1)

Fuel delivery per stroke (mm3)

Maximum torque (Nm)

Low idle speed (min-1)

Cylinder displacement (in % of the largest one) (see Annex 5, para. 1.3)

---

(1)  For full details see Annex 1 — Appendix 1.

(2)  Give all pertinent technical data.

(3)  See Annex 5, paragraph 1.9.

APPENDIX 3

Essential characteristics of engine type within the family
   (1)

1.   DESCRIPTION OF THE ENGINE

1.1.   Manufacturer: ...

1.2.   Manufacturer’s engine code: ...

1.3.   Cycle: four-stroke/two-stroke (2)

1.4.   Bore (3): ...mm

1.5.   Stroke (3): ...mm

1.6.   Number, layout and firing order of cylinders: ...

1.7.   Engine capacity (4): ...cm3

1.8.   Rated speed: ...min–1

1.9.   Maximum torque speed: ... min–1

1.10.   Volumetric compression ratio (5): ...

1.11.   Combustion system description: ...

1.12.   Drawing(s) of combustion chamber and piston crown: ...

1.13.   Minimum cross-sectional area of inlet and outlet ports: ...

1.14.   Cooling system: liquid/air (2)

1.14.1.   Liquid

1.14.1.1.   Nature of liquid: ...

1.14.1.2.   Circulating pump(s): yes/no (2)

1.14.1.3.   Characteristics or make(s) and type(s) (if applicable): ...

1.14.1.4.   Drive ratio(s) (if applicable): ...

1.14.2.   Air

1.14.2.1.   Blower: yes/no (2)

1.14.2.2.   Characteristics or make(s) and type(s) (if applicable): ...

1.14.2.3.   Drive ratio(s) (if applicable): ...

1.15.   Temperature permitted by the manufacturer

1.15.1.   Liquid cooling: maximum temperature at outlet: ... K

1.15.2.   Air cooling:

| | reference point: ... |
| --- | --- |

reference point: ...

| | maximum temperature at reference point: ... K |
| --- | --- |

maximum temperature at reference point: ... K

1.15.3.   Maximum charge air outlet temperature at the inlet intercooler (if applicable): ...K

1.15.4.   Maximum exhaust temperature at the point in the exhaust pipe(s) adjacent to the outer flange(s) of the exhaust manifold(s): ... K

1.15.5.   Lubricant temperature:

| | minimum ... K |
| --- | --- |

minimum ... K

| | maximum ...K |
| --- | --- |

maximum ...K

1.16.   Pressure charger: yes/no (6)

1.16.1.   Make: ...

1.16.2.   Type: ...

1.16.3.   Description of the system (e.g. max charge pressure, waste-gate, if applicable):

1.16.4.   Inter-cooler: yes/no (6)

1.17.   Intake system: maximum allowable intake depression at rated engine speed and at 100 % load: ... kPa

1.18.   Exhaust system: maximum allowable exhaust back-pressure at rated engine speed and at 100 % load: ... kPa

2.   ADDITIONAL ANTI-POLLUTION DEVICES (if any, and if not covered by another heading)

Description and/or diagram(s): ...

3.   FUEL FEED FOR COMPRESSION-IGNITION ENGINES

3.1.   Feed pump

Pressure (7) or characteristic diagram: ... kPa

3.2.   Injection system

3.2.1.   Pump

3.2.1.1.   Make(s): ...

3.2.1.2.   Type(s): ...

3.2.1.3.   Maximum fuel delivery: ... mm3
   (6)
   (7) per stroke or cycle at full injection at pump speed of: ... min–1 (rated) and ... min–1 (maximum torque) respectively, or characteristic diagram: ...

3.2.1.3.1.   Mention the method used: on engine/on pump bench (8)

3.2.1.4.   Injection advance

3.2.1.4.1.   Injection advance curve (7): ...

3.2.1.4.2.   Timing (7): ...

3.2.2.   Injection piping

3.2.2.1.   Length: ... mm

3.2.2.2.   Internal diameter: ...mm

3.2.3.   Injector(s)

3.2.3.1.   Make(s): ...

3.2.3.2.   Type(s): ...

3.2.3.3.   Opening pressure or characteristic diagram (6)
   (7): ... kPa

3.2.4.   Governor

3.2.4.1.   Make(s): ...

3.2.4.2.   Type(s): ...

3.2.4.3.   Speed at which cut-off starts under full load (7): ... min–1

3.2.4.4.   Maximum no-load speed (7): ... min–1

3.2.4.5.   Idling speed (7): ...min–1

3.3.   Cold start system

3.3.1.   Make(s): ...

3.3.2.   Type(s): ...

3.3.3.   Description: ...

3.4.   Electronic Engine Management Control Unit:

3.4.1.   Make(s): ...

3.4.2.   Type: ...

3.4.3.   Emission related adjustment possibilities: ...

3.4.4.   Further documentation: ...

4.   FUEL FEED FOR POSITIVE-IGNITION ENGINES

4.1.   Carburettor

4.1.1.   Make(s): ...

4.1.2.   Type(s): ...

4.2.   Port fuel injection: single-point or multi-point (9)

4.2.1.   Make(s): ...

4.2.2.   Type(s): ...

4.3.   Direct-injection

4.3.1.   Make(s): ...

4.3.2.   Type(s): ...

4.4.   Fuel flow [g/h] and air/fuel ratio at rated speed and wide open throttle

4.5.   Electronic engine management control unit

4.5.1.   Make(s): ...

4.5.2.   Type: ...

4.5.3.   Emission related adjustment possibilities: ...

4.5.4.   Further documentation: ...

5.   VALVE TIMING

5.1.   Maximum lift and angles of opening and closing in relation to dead centers or equivalent data: ...

5.2.   Reference and/or setting range (9): ...

5.3.   Variable valve timing system (if applicable and where: intake and/or exhaust) (9):

5.3.1.   Type: continuous or on/off (9)

5.3.2.   Cam phase shift angle: ...

6.   PORTING CONFIGURATION

6.1.   Position, size and number: ...

7.   IGNITION SYSTEM

7.1.   Ignition coil

7.1.1.   Make(s): ...

7.1.2.   Type(s): ...

7.1.3.   Number

7.2.   Spark plug(s)

7.2.1.   Make(s): ...

7.2.2.   Type(s): ...

7.3.   Magneto

7.3.1.   Make(s): ...

7.3.2.   Type(s): ...

7.4.   Ignition timing

7.4.1.   Static advance with respect to Top Dead Center [crank angle degrees]: ...

7.4.2.   Advance curve, if applicable: ...

---

(1)  For full details see Annex 1 — Appendix 1.

(2)  Strike out what does not apply.

(3)  This value shall be rounded-off to the nearest tenth of a millimetre.

(4)  This value shall be calculated with π = 3,1416 and rounded-off to the nearest cm3.

(5)  Specify the tolerance.

(6)  For full details see Annex 1 — Appendix 1.

(7)  Strike out what does not apply.

(8)  This value shall be rounded-off to the nearest tenth of a millimetre.

(9)  Strike out what does not apply.

---

ANNEX 2

COMMUNICATION

(Maximum format: A4 (210 × 297 mm))

Image 67

issued by:

Name of administration:

concerning (2):

APPROVAL GRANTED

APPROVAL EXTENDED

APPROVAL REFUSED

APPROVAL WITHDRAWN

PRODUCTION DEFINITELY DISCONTINUED

of an engine or an engine family pursuant to Regulation No 120.

Approval No ...

Extension No ...

1. Trade name or mark of engine: ...

2. Manufacturer’s designation of the parent and (if applicable) of the family engine(s) type(s) (2) ...

3. Manufacturer’s type coding as marked on the engine(s): ...

3.1. Location: ...

3.2. Method of affixing: ...

4. Name and address of manufacturer: ...

4.1. Brief Name and address of manufacturer’s authorized representative (if any): ...

5. Location, coding and method of affixing of the engine identification number: ...

6. Technical service responsible for conducting approval tests: ...

7. Date of report issued by that service: ...

8. Number of report issued by that service: ...

9. Location and method of affixing of the ECE approval mark: ...

10. Reason(s) for extension of approval (if applicable): ...

11. Main specification of internal combustion engine

11.1. Approved data

11.1.1. Rated net power: ... kW, at ... min-1

11.1.2. Maximum net power: ... kW, at ... min-1

11.1.3. Maximum net torque: ... Nm, at ... min-1

11.1.4. Rated speed: ... min-1

Rated net power: ... kW

11.2. Essential characteristics of the engine type/parent engine type: ...

11.2.1. Operating principle:

11.2.1.1. Positive-ignition/compression-ignition (2)

11.2.1.2. four-stroke/two-stroke (2)

11.2.2. Number, layout and firing order of cylinders: ...

11.2.3. Cylinder capacity: ... cm3

Image 68

11.2.4. Fuel feed: carburettor/indirect injection/direct injection (2)

11.2.5. Pressure-charger device: Yes/No (2)

11.2.6. Exhaust after-treatment device: Yes/No (2)

11.3. Engine fuel requirements: leaded petrol/unleaded petrol/diesel fuel/NG/LPG (2)

11.4. Restriction of use:

11.4.1. Particular conditions to be respected in the installation of the engine(s) on the machinery

11.4.1.1. Maximum allowable intake depression: ... kPa

11.4.1.2. Maximum allowable back-pressure: ... kPa

11.4.2. Any other (if applicable): ...

12. Main family members specifications:

Specification

Engines of the family

Parent engine

Manufacturer’s type coding

No. of cylinders

Engine capacity (cm3)

Rated net power (kW)

Rated speed (min-1)

Maximum net power (kW)

Max. net power speed (min-1)

Max. net torque (Nm)

Max. net torque speed (min-1)

Low idle speed (min-1)

Restrictions of use (Yes/No) (2)

13. Approval granted/extended/refused/withdrawn (2)

14. Place: ...

15. Date: ...

16. Signature: ...

17. The documents filed with the request for approval or extension may be obtained on request.

(1) Distinguishing number of the country which has granted/extended/refused/withdrawn approval (see approval provisions in the Regulation).

(2) Strike out what does not apply.

---

ANNEX 3

ARRANGEMENTS OF APPROVAL MARKS

MODEL A

(see paragraph 4.4 of this Regulation)

Image 69

MODEL B

(see paragraph 4.5 of this Regulation)

Image 70

---

(1)  The second number is given merely as an example.

---

ANNEX 4

Method for measuring internal combustion engine net power

1.   These provisions apply to the method for determining the power curve at full load of an internal combustion engine operated under intermittent speed as a function of engine speed and the rated speed and rated net power of an internal combustion engine under constant speed.

2.   TEST CONDITIONS

2.1.   The engine shall have been run-in according to the manufacturer’s recommendations.

2.2.   If the power measurement can be carried out only on an engine with the gearbox mounted, the efficiency of the gearbox shall be taken into account.

2.3.   Auxiliaries and equipment

2.3.1.   Auxiliaries and equipment to be fitted

During the test, the auxiliaries necessary for the engine operation in the intended application (as listed in Table 1) shall be installed on the test bench as far as possible in the same position as in the intended application.

2.3.2.   Auxiliaries and equipment to be removed

Certain accessories whose definition is linked with the operation of the machine and which may be mounted on the engine shall be removed for the test. The following non-exhaustive list is given as a sample:

| (i) | air compressor for brakes |
| --- | --- |

(i)

air compressor for brakes

| (ii) | power steering compressor |
| --- | --- |

(ii)

power steering compressor

| (iii) | suspension compressor |
| --- | --- |

(iii)

suspension compressor

| (iv) | air-conditioning system |
| --- | --- |

(iv)

air-conditioning system

Where accessories cannot be removed, the power they absorb in the unloaded condition may be determined and added to the measured engine power (see note h of Table 1). If this value is greater than 3 per cent of the maximum power at the test speed it may verified by the test authority.

Table 1

Equipment and auxiliaries to be installed for the test to determine engine power

| Number | Equipment and auxiliaries | Fitted for emission test |
| --- | --- | --- |
| 1 | Inlet system | |
| Inlet manifold | Yes, standard production equipment. |
| Crankcase emission control system | Yes, standard production equipment. |
| Control devices for dual induction inlet manifold system | Yes, standard production equipment. |
| Air flow meter | Yes, standard production equipment. |
| Air inlet duct work | Yes. (1) |
| Air filter | Yes. (1) |
| Inlet silencer | Yes. (1) |
| Speed-limiting device | Yes. (1) |
| 2 | Induction-heating device of inlet manifold | Yes, standard production equipment. If possible to be set in the most favourable condition. |
| 3 | Exhaust system | |
| Exhaust purifier | Yes, standard production equipment. |
| Exhaust manifold | Yes, standard production equipment. |
| Connecting pipes | Yes. (2) |
| Silencer | Yes. (2) |
| Tail pipe | Yes. (2) |
| Exhaust brake | No. (3) |
| Pressure charging device | Yes, standard production equipment. |
| 4 | Fuel supply pump | Yes, standard production equipment. (4) |
| 5 | Carburation equipment | |
| Carburettor | Yes, standard production equipment. |
| Electronic control system, air flow meter, etc. | Yes, standard production equipment. |
| Equipment for gas engines | |
| Pressure reducer | Yes, standard production equipment. |
| Evaporator | Yes, standard production equipment. |
| Mixer | Yes, standard production equipment. |
| 6 | Fuel injection equipment (petrol and diesel) | |
| Pre-filter | Yes, standard production or test bed equipment. |
| Filter | Yes, standard production or test bed equipment. |
| Pump | Yes, standard production equipment. |
| High-pressure pipe | Yes, standard production equipment. |
| Injector | Yes, standard production equipment. |
| Air inlet valve | Yes, standard production equipment. (5) |
| Electronic control system, air flow meter, etc. | Yes, standard production equipment. |
| Governor/control system | Yes, standard production equipment. |
| Automatic full-load stop for the control rack depending on atmospheric conditions | Yes, standard production equipment. |
| 7 | Liquid-cooling equipment | |
| Radiator | No. |
| Fan | No. |
| Fan cowl | No. |
| Water pump | Yes, standard production equipment. (6) |
| Thermostat | Yes, standard production equipment. (7) |
| 8 | Air cooling | |
| Cowl | No. (8) |
| Fan or Blower | No. (8) |
| Temperature-regulating device | No. |
| 9 | Electrical equipment | |
| Generator | Yes, standard production equipment. (9) |
| Spark distribution system | Yes, standard production equipment. |
| Coil or coils | Yes, standard production equipment. |
| Wiring | Yes, standard production equipment. |
| Spark plugs | Yes, standard production equipment. |
| Electronic control system including knock sensor/spark retard system | Yes, standard production equipment. |
| 10 | Pressure charging equipment | |
| Compressor driven either directly by the engine and/or by the exhaust gases | Yes, standard production equipment. |
| Charge air cooler | Yes, standard production or test bed equipment. (8), (10) |
| Coolant pump or fan (engine-driven) | No. (8) |
| Coolant flow control device | Yes, standard production equipment. |
| 11 | Auxiliary test-bed fan | Yes, if necessary. |
| 12 | Anti-pollution device | Yes, standard production equipment. (11) |
| 13 | Starting equipment | Test bed equipment. (12) |
| 14 | Lubricating oil pump | Yes, standard production equipment. |

Number

Equipment and auxiliaries

Fitted for emission test

1

Inlet system

Inlet manifold

Yes, standard production equipment.

Crankcase emission control system

Yes, standard production equipment.

Control devices for dual induction inlet manifold system

Yes, standard production equipment.

Air flow meter

Yes, standard production equipment.

Air inlet duct work

Yes. (1)

Air filter

Yes. (1)

Inlet silencer

Yes. (1)

Speed-limiting device

Yes. (1)

2

Induction-heating device of inlet manifold

Yes, standard production equipment. If possible to be set in the most favourable condition.

3

Exhaust system

Exhaust purifier

Yes, standard production equipment.

Exhaust manifold

Yes, standard production equipment.

Connecting pipes

Yes. (2)

Silencer

Yes. (2)

Tail pipe

Yes. (2)

Exhaust brake

No. (3)

Pressure charging device

Yes, standard production equipment.

4

Fuel supply pump

Yes, standard production equipment. (4)

5

Carburation equipment

Carburettor

Yes, standard production equipment.

Electronic control system, air flow meter, etc.

Yes, standard production equipment.

Equipment for gas engines

Pressure reducer

Yes, standard production equipment.

Evaporator

Yes, standard production equipment.

Mixer

Yes, standard production equipment.

6

Fuel injection equipment (petrol and diesel)

Pre-filter

Yes, standard production or test bed equipment.

Filter

Yes, standard production or test bed equipment.

Pump

Yes, standard production equipment.

High-pressure pipe

Yes, standard production equipment.

Injector

Yes, standard production equipment.

Air inlet valve

Yes, standard production equipment. (5)

Electronic control system, air flow meter, etc.

Yes, standard production equipment.

Governor/control system

Yes, standard production equipment.

Automatic full-load stop for the control rack depending on atmospheric conditions

Yes, standard production equipment.

7

Liquid-cooling equipment

Radiator

No.

Fan

No.

Fan cowl

No.

Water pump

Yes, standard production equipment. (6)

Thermostat

Yes, standard production equipment. (7)

8

Air cooling

Cowl

No. (8)

Fan or Blower

No. (8)

Temperature-regulating device

No.

9

Electrical equipment

Generator

Yes, standard production equipment. (9)

Spark distribution system

Yes, standard production equipment.

Coil or coils

Yes, standard production equipment.

Wiring

Yes, standard production equipment.

Spark plugs

Yes, standard production equipment.

Electronic control system including knock sensor/spark retard system

Yes, standard production equipment.

10

Pressure charging equipment

Compressor driven either directly by the engine and/or by the exhaust gases

Yes, standard production equipment.

Charge air cooler

Yes, standard production or test bed equipment. (8), (10)

Coolant pump or fan (engine-driven)

No. (8)

Coolant flow control device

Yes, standard production equipment.

11

Auxiliary test-bed fan

Yes, if necessary.

12

Anti-pollution device

Yes, standard production equipment. (11)

13

Starting equipment

Test bed equipment. (12)

14

Lubricating oil pump

Yes, standard production equipment.

2.4.   Setting conditions

The setting conditions for the test to determine the net power are indicated in Table 2.

Table 2

Setting conditions

| 1. | Setting of carburettor(s), evaporator/pressure regulator |
| --- | --- |

1.

Setting of carburettor(s), evaporator/pressure regulator

In accordance with the manufacturer’s production specifications, and used without further alteration for the particular application.

| 2. | Setting of injection pump delivery system |
| --- | --- |

2.

Setting of injection pump delivery system

| 3. | Ignition or injection timing (timing curve) |
| --- | --- |

3.

Ignition or injection timing (timing curve)

| 4. | Governor setting |
| --- | --- |

4.

Governor setting

| 5. | Emission control devices |
| --- | --- |

5.

Emission control devices

| 6. | Boost Control |
| --- | --- |

6.

Boost Control

3.   DATA TO BE RECORDED

| 3.1. | Data to be recorded are those indicated in paragraph 4 of the appendix to this annex. Performance data shall be obtained under stabilised operating conditions with an adequate fresh air supply to the engine. Combustion chambers may contain deposits, but in limited quantity. Test conditions, such as inlet air temperature, shall be selected as near to reference conditions (see paragraph 5.2 of this annex) as possible in order to minimise the magnitude of the correction factor. |
| --- | --- |

3.1.

| 3.2. | The temperature of the inlet air to the engine shall be measured within the inlet ductwork. The inlet depression measurement shall be made at the same point. The thermometer or thermocouple shall be shielded from fuel spray-back and radiant heat and located directly in the air stream. A sufficient number of locations shall be used to give a representative average of the inlet temperature. |
| --- | --- |

3.2.

| 3.3. | The inlet depression shall be measured downstream of the entry ducts, air filter, inlet silencer or speed-limiting device (if fitted). |
| --- | --- |

3.3.

| 3.4. | The absolute pressure at the entry to the engine downstream of the compressor and heat exchanger, if fitted, shall be measured in the inlet manifold and at any other point where pressure has to be measured to calculate correction factors. |
| --- | --- |

3.4.

| 3.5. | The exhaust back pressure shall be measured at a point at least three pipe diameters downstream from the outlet flange(s) of the exhaust manifold(s) and downstream at the turbocharger(s), if fitted. The location shall be specified. |
| --- | --- |

3.5.

| 3.6. | No data shall be taken until torque, speed and temperatures have been maintained substantially constant for at least one minute. |
| --- | --- |

3.6.

| 3.7. | The engine speed during a run or reading shall not deviate from the selected speed by more than ± 1 per cent or ± 10 min, whichever is greater. |
| --- | --- |

3.7.

| 3.8. | Observed brake load, fuel consumption and inlet air temperature data shall be taken simultaneously and shall be the average of two stabilised consecutive values which do not vary more than 2 per cent for the brake load. |
| --- | --- |

3.8.

| 3.9. | The temperature of the coolant at the outlet from the engine shall be kept at the value specified by the manufacturer.
  If no temperature is specified by the manufacturer, the temperature shall be 353 K ± 5 K. For air-cooled engines, the temperature at a point indicated by the manufacturer shall be kept within + 0/– 20 K of the maximum value specified by the manufacturer in the reference conditions. |
| --- | --- |

3.9.

If no temperature is specified by the manufacturer, the temperature shall be 353 K ± 5 K. For air-cooled engines, the temperature at a point indicated by the manufacturer shall be kept within + 0/– 20 K of the maximum value specified by the manufacturer in the reference conditions.

| 3.10. | For C.I. engines, the fuel temperature shall be measured at the inlet of the fuel injection pump and maintained within 306-316 K (33-43 °C). For positive-ignition engines the fuel temperature shall be measured as near as possible to the inlet of the carburettor or assembly of fuel injectors and maintained within 293-303 K (20-30 °C). |
| --- | --- |

3.10.

| 3.11. | The temperature of the lubricating oil measured in the oil pump or at the outlet from the coil cooler, if fitted, shall be maintained within the limits established by the engine manufacturer. |
| --- | --- |

3.11.

| 3.12. | An auxiliary regulating system may be used if necessary to maintain the temperatures within the limits specified in paragraphs 3.9, 3.10 and 3.11 above of this annex. |
| --- | --- |

3.12.

4.   ACCURACY OF MEASUREMENTS

| 4.1. | Torque: ± 1 per cent of measured torque. The torque measuring system shall be calibrated to take friction losses into account. The accuracy in the lower half of the measuring range of the dynamometer bench may be ± 2 per cent of measured torque. |
| --- | --- |

4.1.

| 4.2. | Engine speed: 0,5 per cent of measured speed. |
| --- | --- |

4.2.

| 4.3. | Fuel consumption: ± 1 per cent of measured consumption. |
| --- | --- |

4.3.

| 4.4. | Fuel temperature: ± 2 K. |
| --- | --- |

4.4.

| 4.5. | Engine inlet air temperature: ± 2 K. |
| --- | --- |

4.5.

| 4.6. | Barometric pressure: ± 100 Pa. |
| --- | --- |

4.6.

| 4.7. | Depression in inlet system: ± 50 Pa. |
| --- | --- |

4.7.

| 4.8. | Back-pressure in exhaust system: ± 200 Pa. |
| --- | --- |

4.8.

5.   POWER CORRECTION FACTORS

5.1.   Definition

The power correction factor is the coefficient to determine the engine power under the reference atmospheric conditions specified in 5.2 below.

Po = α P

where:

| Po | is the corrected power (i.e. power under reference atmospheric conditions) |
| --- | --- |
| α | is the correction factor (αa or αd) |
| P | is the measured power (test power) |

Po

is the corrected power (i.e. power under reference atmospheric conditions)

α

is the correction factor (αa or αd)

P

is the measured power (test power)

5.2.   Reference atmospheric conditions

5.2.1.   Temperature (To): 298 K (25 °C)

5.2.2.   Dry pressure (Pso): 99 kPa

The dry pressure is based on a total pressure of 100 kPa and a water vapour pressure of 1 kPa.

5.3.   Test atmospheric conditions

The atmospheric conditions during the test shall be the following:

5.3.1.   Temperature (T)

| For positive-ignition engines | : | 288 K ≤ T ≤ 308 K |
| --- | --- | --- |
| For compression-ignition engines | : | 283 K ≤ T ≤ 313 K |

For positive-ignition engines

:

288 K ≤ T ≤ 308 K

For compression-ignition engines

:

283 K ≤ T ≤ 313 K

5.3.2.   Pressure (ps)

90 kPa < ps < 110 kPa

5.4.   Determination of correction factor αa and αd (1)

5.4.1.   Naturally aspirated or pressure-charged positive-ignition engine

The correction factor αa is obtained by applying the formula:

Formula

where:

| ps | is the total dry atmospheric pressure in kilopascals (kPa); i.e. the total barometric pressure minus water vapour pressure, |
| --- | --- |
| T | is the absolute temperature in kelvins (K) of the air drawn in by the engine. |

ps

is the total dry atmospheric pressure in kilopascals (kPa); i.e. the total barometric pressure minus water vapour pressure,

T

is the absolute temperature in kelvins (K) of the air drawn in by the engine.

Conditions to be complied with in the laboratory

For a test to be valid, the correction factor must be such that

0,96 ≤ αa ≤ 1,06

If these limits are exceeded, the corrected value obtained shall be given and the test conditions (temperature and pressure) precisely stated in the test report.

5.4.2.   Compression-ignition engines – factor αd

The power correction factor (αd) for compression-ignition engines at constant fuel rate is obtained by applying the formula:

αd = (fa)fm

where:

| fa | is the atmospheric factor |
| --- | --- |
| fm | the characteristic parameter for each type of engine and adjustment |

fa

is the atmospheric factor

fm

the characteristic parameter for each type of engine and adjustment

5.4.2.1.   Atmospheric factor fa

This factor indicates the effects of environmental conditions (pressure, temperature and humidity) on the air drawn in by the engine. The atmospheric factor formula differs according to the type of engine.

5.4.2.1.1.   Naturally aspirated and mechanically pressure charged engines

Formula

5.4.2.1.2.   Turbocharged engines with or without charge air cooling

Formula

5.4.2.2.   Engine factor fm

fm is a function of qc (fuel flow corrected) as follows:

| | fm = 0,036 qc – 1,14
  and |
| --- | --- |

fm = 0,036 qc – 1,14

and

| | qc = q/r |
| --- | --- |

qc = q/r

where:

| q | is the fuel flow in milligram per cycle per litre of total swept volume (mg/(l.cycle)) |
| --- | --- |
| r | is the pressure ratio of compressor outlet and compressor inlet (r = 1 for naturally aspirated engines) |

q

is the fuel flow in milligram per cycle per litre of total swept volume (mg/(l.cycle))

r

is the pressure ratio of compressor outlet and compressor inlet (r = 1 for naturally aspirated engines)

This formula is valid for a value interval of qc included between 37,2 mg/(l.cycle) and 65 mg/(l.cycle).

For qc values lower than 37,2 mg/(l.cycle), a constant value of fm equal to 0,2 (fm = 0,2) will be taken.

For qc values higher than 65 mg/(l.cycle), a constant value of fm equal to 1,2 (fm = 1,2) will be taken (see figure):

5.4.2.3.   Conditions to be complied with in the laboratory

For a test to be valid, the correction factors αa must be such that

0,93 ≤ αa ≤ 1,07

If these limits are exceeded, the corrected value obtained shall be given and the test conditions (temperature and pressure) precisely stated in the test report.

---

(1)  The complete inlet system shall be fitted as provided for the intended application:

| (i) | where there is a risk of an appreciable effect on the engine power; |
| --- | --- |

(i)

where there is a risk of an appreciable effect on the engine power;

| (ii) | in the case of naturally aspirated spark ignition engines; |
| --- | --- |

(ii)

in the case of naturally aspirated spark ignition engines;

| (iii) | when the manufacturer requests that this should be done. |
| --- | --- |

(iii)

when the manufacturer requests that this should be done.

In other cases, an equivalent system may be used and a check should be made to ascertain that the intake pressure does not differ by more than 100 Pa from the upper limit specified by the manufacturer for a clean air filter.

(2)  The complete exhaust system shall be fitted as provided for the intended application:

| (i) | where there is a risk of an appreciable effect on the engine power; |
| --- | --- |

(i)

where there is a risk of an appreciable effect on the engine power;

| (ii) | in the case of naturally aspirated spark ignition engines; |
| --- | --- |

(ii)

in the case of naturally aspirated spark ignition engines;

| (iii) | when the manufacturer requests that this should be done. |
| --- | --- |

(iii)

when the manufacturer requests that this should be done.

In other cases, an equivalent system may be installed provided the pressure measured does not differ by more than 1 000 Pa from the upper limit specified by the manufacturer.

(3)  If an exhaust brake is incorporated in the engine, the throttle valve shall be fixed in the fully open position.

(4)  The fuel feed pressure may be adjusted, if necessary, to reproduce the pressure existing in the particular engine application (particularly when a ‘fuel return’ system is used).

(5)  The air intake valve is the control valve for the pneumatic governor of the injection pump. The governor or the fuel injection equipment may contain other devices which may affect the amount of injected fuel.

(6)  The cooling-liquid circulation shall be operated by the engine water pump only. Cooling of the liquid may be produced by an external circuit, such that the pressure loss of this circuit and the pressure at the pump inlet remain substantially the same as those of the engine cooling system.

(7)  The thermostat may be fixed in the fully open position.

(8)  When the cooling fan or blower is fitted for the test, the power absorbed shall be added to the results, except for engines where such auxiliaries are an integral part of the engine (i.e.: cooling fans of air cooled engines directly fitted on the crankshaft). The fan or blower power shall be determined at the speeds used for the test either by calculation from standard characteristics or by practical tests.

(9)  Minimum power of the generator: the electrical power of the generator shall be limited to that necessary for operation of accessories which are indispensable for engine operation. If the connection of a battery is necessary, a fully charged battery in good condition shall be used.

(10)  Charge air-cooled engines shall be tested with charge air cooling, whether liquid – or air-cooled, but if the manufacturer prefers, a test bench system may replace the air cooler. In either case, the measurement of power at each speed shall be made with the maximum pressure drop and the minimum temperature drop of the engine air across the charge air cooler on the test bench system as those specified by the manufacturer.

(11)  These may include, for example, exhaust-gas recirculation (EGR system), catalytic converter, thermal reactor, secondary air-supply system and fuel evaporation protecting system.

(12)  The power for electrical or other starting systems shall be provided from the test bed.

(1)  The tests may be carried out in air-conditioned test rooms where the atmospheric conditions may be controlled.

In the case of engines fitted with automatic air temperature control, if the device is such that at full load at 25 °C no heated air is added, the test shall be carried out with the device fully closed. If the device is still operating at 25 °C then the test is made with the device operating normally and the exponent of the temperature term in the correction factor shall be taken as zero (no temperature correction).

APPENDIX

RESULTS OF TESTS FOR MEASURING NET ENGINE POWER

This form shall be completed by the laboratory performing the test.

1.   TEST CONDITIONS

| 1.1. | Location of exhaust back-pressure measuring point |
| --- | --- |

1.1.

| 1.2. | Location of inlet depression measuring point |
| --- | --- |

1.2.

| 1.3. | Characteristics of the dynamometer |
| --- | --- |

1.3.

| 1.3.1. | Make: ...Model: ... |
| --- | --- |

1.3.1.

| 1.3.2. | Type: ... |
| --- | --- |

1.3.2.

2.   FUEL

| 2.1. | For positive-ignition engines operating on liquid fuel |
| --- | --- |

2.1.

| 2.1.1. | Make: ... |
| --- | --- |

2.1.1.

| 2.1.2. | Specification: ... |
| --- | --- |

2.1.2.

| 2.1.3. | Anti-knock additive (lead, etc.): ... |
| --- | --- |

2.1.3.

| 2.1.3.1. | Type: ... |
| --- | --- |

2.1.3.1.

| 2.1.3.2. | Content: ... mg/l |
| --- | --- |

2.1.3.2.

| 2.1.4. | Octane number RON: ... (ASTM D 26 99-70) |
| --- | --- |

2.1.4.

| 2.1.4.1. | Specify density: ... g/cm3 at 288 K |
| --- | --- |

2.1.4.1.

| 2.1.4.2. | Lower calorific value: ...kJ/kg |
| --- | --- |

2.1.4.2.

| 2.2. | For positive-ignition engines operating on gaseous fuel |
| --- | --- |

2.2.

| 2.2.1. | Make: ... |
| --- | --- |

2.2.1.

| 2.2.2. | Specification: ... |
| --- | --- |

2.2.2.

| 2.2.3. | Storage pressure: ... bar |
| --- | --- |

2.2.3.

| 2.2.4. | Utilization pressure: ... bar |
| --- | --- |

2.2.4.

| 2.2.5. | Lower calorific value: ...kJ/kg |
| --- | --- |

2.2.5.

| 2.3. | For compression-ignition engines operating on gaseous fuels |
| --- | --- |

2.3.

| 2.3.1. | Feed system: gas |
| --- | --- |

2.3.1.

| 2.3.2. | Specification of gas used: ... |
| --- | --- |

2.3.2.

| 2.3.3. | Fuel oil/gas proportion: ... |
| --- | --- |

2.3.3.

| 2.3.4. | Lower calorific value: ... |
| --- | --- |

2.3.4.

| 2.4. | For compression-ignition engines operating on liquid fuel |
| --- | --- |

2.4.

| 2.4.1. | Make: ... |
| --- | --- |

2.4.1.

| 2.4.2. | Specification of fuel used: ... |
| --- | --- |

2.4.2.

| 2.4.3. | Cetane number (ASTM D 976-71): ... |
| --- | --- |

2.4.3.

| 2.4.4. | Specify density: ... g/cm3 at 288 K |
| --- | --- |

2.4.4.

| 2.4.5. | Lower calorific value: ...kJ/kg |
| --- | --- |

2.4.5.

3.   LUBRICANT

| 3.1. | Make: ... |
| --- | --- |

3.1.

| 3.2. | Specification: ... |
| --- | --- |

3.2.

| 3.3. | SAE viscosity: ... |
| --- | --- |

3.3.

Detailed results of measurements (1)

| Engine speed, min– 1 | | |
| --- | --- | --- |
| Measured torque, Nm | | |
| Measured power, kW | | |
| Measured fuel flow, g/h | | |
| Barometric pressure, kPa | | |
| Water vapour pressure, kPa | | |
| Inlet air temperature, K | | |
| Power to be added for equipment and auxiliaries in excess of Table 1, kW | No 1
  No 2
  No 3 | | |
| Total, kW | |
| Power correction factor | | |
| Corrected brake power, kW | | |
| Net power, kW | | |
| Net torque, Nm | | |
| Corrected specific fuel consumption g/(kWh) (2) | | |
| Cooling liquid temperature at outlet, K | | |
| Lubricating oil temperature at measuring point, K | | |
| Air temperature after pressure-charger, K (3) | | |
| Fuel temperature at injection pump inlet, K | | |
| Air temperature after charge air cooler, K (3) | | |
| Pressure after pressure-charger, kPa | | |
| Pressure after charge air cooler, kPa | | |
| Inlet depression, Pa | | |
| Exhaust back-pressure, Pa | | |
| Fuel delivery, mm3/stroke or cycle (3) | | |

Engine speed, min– 1

Measured torque, Nm

Measured power, kW

Measured fuel flow, g/h

Barometric pressure, kPa

Water vapour pressure, kPa

Inlet air temperature, K

Power to be added for equipment and auxiliaries in excess of Table 1, kW

No 1

No 2

No 3

Total, kW

Power correction factor

Corrected brake power, kW

Net power, kW

Net torque, Nm

Corrected specific fuel consumption g/(kWh) (2)

Cooling liquid temperature at outlet, K

Lubricating oil temperature at measuring point, K

Air temperature after pressure-charger, K (3)

Fuel temperature at injection pump inlet, K

Air temperature after charge air cooler, K (3)

Pressure after pressure-charger, kPa

Pressure after charge air cooler, kPa

Inlet depression, Pa

Exhaust back-pressure, Pa

Fuel delivery, mm3/stroke or cycle (3)

---

(1)  The characteristic curves of the net power and the net torque shall be drawn as a function of the engine speed.

(2)  Calculated with the net power for compression-ignition and positive-ignition engines, in the latter case multiplied by the power correction factor.

(3)  Strike out what does not apply.

---

ANNEX 5

ESSENTIAL CHARACTERISTICS OF THE ENGINE FAMILY

1.   PARAMETERS DEFINING THE ENGINE FAMILY

The engine family may be defined by basic design parameters which must be common to engines within the family. In some cases there may be interaction of parameters. These effect must also be taken into consideration to ensure that only engines with similar exhaust emission characteristics are included within an engine family.

In order that engines be considered to belong to the same engine family, the following list of basic parameters must be common:

| 1.1. | Combustion cycle | four-stroke |
| --- | --- | --- |

1.1.

Combustion cycle

four-stroke

| | two-stroke |
| --- | --- |

two-stroke

| 1.2. | Cooling medium: | air |
| --- | --- | --- |

1.2.

Cooling medium:

air

| | water |
| --- | --- |

water

| | oil |
| --- | --- |

oil

| 1.3. | Individual cylinder displacement
  Individual cylinder displacement, within 85 and 100 per cent of the largest displacement within the engine family. |
| --- | --- |

1.3.

Individual cylinder displacement

Individual cylinder displacement, within 85 and 100 per cent of the largest displacement within the engine family.

| 1.4. | Method of air aspiration | naturally aspirated
  pressure-charged |
| --- | --- | --- |

1.4.

Method of air aspiration

naturally aspirated

pressure-charged

| 1.5. | Fuel type | diesel |
| --- | --- | --- |

1.5.

Fuel type

diesel

| | petrol |
| --- | --- |

petrol

| | gaseous fuel (NG or LPG) |
| --- | --- |

gaseous fuel (NG or LPG)

| 1.6. | Combustion chamber type/design | pre-chamber |
| --- | --- | --- |

1.6.

Combustion chamber type/design

pre-chamber

| | swirl chamber |
| --- | --- |

swirl chamber

| | open chamber |
| --- | --- |

open chamber

| 1.7. | Valve and porting – configuration, size and number | cylinder head |
| --- | --- | --- |

1.7.

Valve and porting – configuration, size and number

cylinder head

| | cylinder wall |
| --- | --- |

cylinder wall

| | crankcase |
| --- | --- |

crankcase

| 1.8. | Fuel system






  1.8.1. | For compression-ignition engines | pump-line-injector |
| --- | --- | --- | --- |

1.8.

Fuel system

1.8.1.

For compression-ignition engines

pump-line-injector

| | in-line pump |
| --- | --- |

in-line pump

| | distributor pump |
| --- | --- |

distributor pump

| | single element |
| --- | --- |

single element

| | unit injector |
| --- | --- |

unit injector

| 1.8.2. | For positive-ignition engines | carburettor |
| --- | --- | --- |

1.8.2.

For positive-ignition engines

carburettor

| | port fuel injection |
| --- | --- |

port fuel injection

| | direct injection |
| --- | --- |

direct injection

| 1.9. | Miscellaneous features | exhaust gas recirculation |
| --- | --- | --- |

1.9.

Miscellaneous features

exhaust gas recirculation

| | water injection (emulsion) |
| --- | --- |

water injection (emulsion)

| | air injection |
| --- | --- |

air injection

| | charge cooling system |
| --- | --- |

charge cooling system

| 1.10. | Exhaust after-treatment | oxidation catalyst |
| --- | --- | --- |

1.10.

Exhaust after-treatment

oxidation catalyst

| | reduction catalyst |
| --- | --- |

reduction catalyst

| | thermal reactor |
| --- | --- |

thermal reactor

| | particulate trap |
| --- | --- |

particulate trap

2.   CHOICE OF THE PARENT ENGINE

| 2.1. | In the case of diesel engines the parent engine of the family shall be selected using the primary criteria of the highest fuel delivery per stroke at the declared maximum torque speed.
  In the event that two or more engines share this primary criteria, the parent engine shall be selected using the secondary criteria of highest fuel delivery per stroke at rated speed. Under certain circumstances, the approval authority may conclude that the family can best be characterized by testing a second engine. Thus, the approval authority may select an additional engine for test. |
| --- | --- |

2.1.

In the event that two or more engines share this primary criteria, the parent engine shall be selected using the secondary criteria of highest fuel delivery per stroke at rated speed. Under certain circumstances, the approval authority may conclude that the family can best be characterized by testing a second engine. Thus, the approval authority may select an additional engine for test.

| 2.2. | In the case of S.I. engines the parent engine of the family shall be selected using the primary criteria of the fuel flow (g/h). |
| --- | --- |

2.2.

---

ANNEX 6

CHECKS ON CONFORMITY OF PRODUCTION

1.   GENERAL

These requirements are consistent with tests to be held to check conformity of production (COP), according to paragraph 6.2 of this Regulation.

2.   TEST PROCEDURES

The methods of testing and measuring instruments shall be those described in Annex 4 to this Regulation.

3.   COLLECTION OF SAMPLES

3.1.   Case of an engine type

One engine has to be chosen. If after the test of paragraph 5.1 below, the engine is not considered as conforming to the requirements of this Regulation, two more engines have to be tested.

3.2.   Case of a family of engines

In case of an approval granted to a family of engines the COP shall be run on one member of the family, which is not the parent engine. In case of failure of the COP test, the two more engines shall be of the same member type.

4.   MEASUREMENT CRITERIA

4.1.   Net power and specific fuel consumption of internal combustion engine

Measurements shall be taken at a sufficient number of engine speeds to define correctly the power, torque and specific fuel consumption curves between the lowest and the highest engine speeds recommended by the manufacturer as defined in paragraphs 2.9 and 2.11 of this Regulation.

The values measured by the technical service for the engine sampled shall not differ by more than ± 5 per cent for the net power (torque), and ± 10 per cent for the specific fuel consumption, at all measurement points on the curve with a tolerance of ± 5 per cent for engine speed.

5.   EVALUATION OF RESULTS

If the net power and fuel consumption figures of the second and/or third engine of paragraph 3 do not fulfil the requirements of paragraph 4 above, the production shall be considered not to conform to the requirements of this Regulation and the provision of paragraph 7 of this Regulation shall be put into effect.

---

ANNEX 7

TECHNICAL DATA OF REFERENCE FUELS

1.   Technical data of the LPG reference fuels

| Parameter | Unit | Limits fuel A | Limits fuel B | Test method |
| --- | --- | --- | --- | --- |
| Minimum | Maximum | Minimum | Maximum |
| Motor octane number | 1 | 92,5  (1) | | 92,5 | | EN 589 Annex B |
| Composition: | | | | | | |
| C3 content | % vol | 48 | 52 | 83 | 87 | |
| C4 content | % vol | 48 | 52 | 13 | 17 | ISO 7941 |
| Olefins | % vol | | 12 | | 14 | |
| Evaporation residue | mg/kg | | 50 | | 50 | NFM 41-015 |
| Total sulphur content | ppm mass (1) | | 50 | | 50 | EN 24260 |
| Hydrogen sulphide | — | | None | | None | ISO 8819 |
| Copper strip corrosion | Rating | | Class 1 | | Class 1 | ISO 6251 (2) |
| Water at 0 °C | | | Free | | Free | Visual inspection |

Parameter

Unit

Limits fuel A

Limits fuel B

Test method

Minimum

Maximum

Minimum

Maximum

Motor octane number

1

92,5  (1)

92,5

EN 589 Annex B

Composition:

C3 content

% vol

48

52

83

87

C4 content

% vol

48

52

13

17

ISO 7941

Olefins

% vol

12

14

Evaporation residue

mg/kg

50

50

NFM 41-015

Total sulphur content

ppm mass (1)

50

50

EN 24260

Hydrogen sulphide

—

None

None

ISO 8819

Copper strip corrosion

Rating

Class 1

Class 1

ISO 6251 (2)

Water at 0 °C

Free

Free

Visual inspection

2.   Technical data of NG reference fuels

European market fuels are available in two ranges:

| — | the H range, whose extreme reference fuels are GR and G23, |
| --- | --- |

—

the H range, whose extreme reference fuels are GR and G23,

| — | the L range, whose extreme reference fuels are G23 and G25. |
| --- | --- |

—

the L range, whose extreme reference fuels are G23 and G25.

The characteristics of GR, G23 and G25 reference fuels are summarised below:

Reference fuel GR

| Characteristics | Units | Basis | Limits | Test method |
| --- | --- | --- | --- | --- |
| Minimum | Maximum |
| Composition: | | | | | |
| Methane | | 87 | 84 | 89 | |
| Ethane | | 13 | 11 | 15 | |
| Balance (*1) | %-mole | — | — | 1 | ISO 6974 |
| Sulphur content | mg/m3
   (*2) | — | — | 10 | ISO 6326-5 |

Characteristics

Units

Basis

Limits

Test method

Minimum

Maximum

Composition:

Methane

87

84

89

Ethane

13

11

15

Balance (*1)

%-mole

—

—

1

ISO 6974

Sulphur content

mg/m3
   (*2)

—

—

10

ISO 6326-5

Reference fuel G23

| Characteristics | Units | Basis | Limits | Test method |
| --- | --- | --- | --- | --- |
| Minimum | Maximum |
| Composition: | | | | | |
| Methane | | 92,5 | 91,5 | 93,5 | |
| Balance (*3) | %-mole | — | — | 1 | ISO 6974 |
| N2 | | 7,5 | 6,5 | 8,5 | |
| Sulphur content | mg/m3
   (*4) | — | — | 10 | ISO 6326-5 |

Characteristics

Units

Basis

Limits

Test method

Minimum

Maximum

Composition:

Methane

92,5

91,5

93,5

Balance (*3)

%-mole

—

—

1

ISO 6974

N2

7,5

6,5

8,5

Sulphur content

mg/m3
   (*4)

—

—

10

ISO 6326-5

Reference fuel G25

| Characteristics | Units | Basis | Limits | Test method |
| --- | --- | --- | --- | --- |
| Minimum | Maximum |
| Composition: | | | | | |
| Methane | | 86 | 84 | 88 | |
| Balance (*5) | %-mole | — | — | 1 | ISO 6974 |
| N2 | | 14 | 12 | 16 | |
| Sulphur content | mg/m3
   (*6) | — | — | 10 | ISO 6326-5 |

Characteristics

Units

Basis

Limits

Test method

Minimum

Maximum

Composition:

Methane

86

84

88

Balance (*5)

%-mole

—

—

1

ISO 6974

N2

14

12

16

Sulphur content

mg/m3
   (*6)

—

—

10

ISO 6326-5

3.   Reference fuel for positive-ignition engines

| Parameter | Unit | Limits (2) | Test method | Publication |
| --- | --- | --- | --- | --- |
| Minimum | Maximum |
| Research octane number, RON | | 95,0 | — | EN 25164 | 1993 |
| Motor octane number, MON | | 85,0 | — | EN 25163 | 1993 |
| Density at 15 °C | kg/m3 | 748 | 775 | ISO 3675 | 1995 |
| Reid vapour pressure | kPa | 56,0 | 95,0 | EN 12 | 1993 |
| Distillation: | | | | | |
| — | initial boiling point |

Parameter

Unit

Limits (2)

Test method

Publication

Minimum

Maximum

Research octane number, RON

95,0

—

EN 25164

1993

Motor octane number, MON

85,0

—

EN 25163

1993

Density at 15 °C

kg/m3

748

775

ISO 3675

1995

Reid vapour pressure

kPa

56,0

95,0

EN 12

1993

Distillation:

—

initial boiling point

°C

24

40

EN-ISO 3405

1988

| — | evaporated at 100 °C |
| --- | --- |

—

evaporated at 100 °C

per cent v/v

49,0

57,0

EN-ISO 3405

1988

| — | evaporated at 150 °C |
| --- | --- |

—

evaporated at 150 °C

per cent v/v

81,0

87,0

EN-ISO 3405

1988

| — | final boiling point |
| --- | --- |

—

final boiling point

°C

190

215

EN-ISO 3405

1988

Residue

per cent

—

2

EN-ISO 3405

Hydrocarbon analysis:

| — | olefins |
| --- | --- |

—

olefins

per cent v/v

—

10

ASTM D 1319

1995

| — | aromatics (4) |
| --- | --- |

—

aromatics (4)

per cent v/v

28,0

40,0

ASTM D 1319

1995

| — | benzene |
| --- | --- |

—

benzene

per cent v/v

—

1,0

pr. EN 12177

1998

| — | saturates |
| --- | --- |

—

saturates

—

Balance

ASTM D 1319

1995

Carbon/hydrogen ratio

Report

Report

Oxidation stability (5)

mn.

480

—

EN-ISO 7536

1996

Oxygen content (6)

per cent m/m

—

2,3

EN 1601

1997

Existent gum

mg/ml

—

0,04

EN-ISO 6246

1997

Sulphur content (7)

mg/kg

—

100

pr. EN-ISO 14596

1998

Copper corrosion at 50 °C

—

1

EN-ISO 2160

1995

Lead content

g/l

—

0,005

EN 237

1996

Phosphorus content

g/l

—

0,0013

ASTM D 3231

1994

4.   Reference fuel for compression-ignition engines (1)

| | Limits and units (2) | Test method |
| --- | --- | --- |
| Cetane number (4) | Minimum 45(7) Maximum 50 | ISO 5165 |
| Density at 15 °C | Minimum 835 kg/m3 Maximum 845 kg/m3 (10) | ISO 3675, ASTM D 4052 |
| Distillation (3) — 95 % point | Maximum 370 °C | ISO 3405 |
| Viscosity at 40 °C | Minimum 2,5 mm2/s Maximum 3,5 mm2/s | ISO 3104 |
| Sulphur content | Minimum 0,1 % mass (9) Maximum 0,2 % mass (8) | ISO 8754, EN 24260 |
| Flash point | Minimum 55 °C | ISO 2719 |
| CFPP | Minimum — Maximum + 5 °C | EN 116 |
| Copper corrosion | Maximum 1 | ISO 2160 |
| Conradson carbon residue (10 % DR) | Maximum 0,3 % mass | ISO 10370 |
| Ash content | Maximum 0,01 % mass | ASTM D 482 (12) |
| Water content | Maximum 0,05 % mass | ASTM D 95, D 1744 |
| Neutralization (strong acid) number | Minimum 0,20 mg KOH/g | |
| Oxidation stability (5) | Maximum 2,5 mg/100 ml | ASTM D 2274 |
| Additives (6) | | |

Limits and units (2)

Test method

Cetane number (4)

Minimum 45(7) Maximum 50

ISO 5165

Density at 15 °C

Minimum 835 kg/m3 Maximum 845 kg/m3 (10)

ISO 3675, ASTM D 4052

Distillation (3) — 95 % point

Maximum 370 °C

ISO 3405

Viscosity at 40 °C

Minimum 2,5 mm2/s Maximum 3,5 mm2/s

ISO 3104

Sulphur content

Minimum 0,1 % mass (9) Maximum 0,2 % mass (8)

ISO 8754, EN 24260

Flash point

Minimum 55 °C

ISO 2719

CFPP

Minimum — Maximum + 5 °C

EN 116

Copper corrosion

Maximum 1

ISO 2160

Conradson carbon residue (10 % DR)

Maximum 0,3 % mass

ISO 10370

Ash content

Maximum 0,01 % mass

ASTM D 482 (12)

Water content

Maximum 0,05 % mass

ASTM D 95, D 1744

Neutralization (strong acid) number

Minimum 0,20 mg KOH/g

Oxidation stability (5)

Maximum 2,5 mg/100 ml

ASTM D 2274

Additives (6)

Notes:

| (1) | If it is required to calculate thermal efficiency of an engine or vehicle, the calorific value of the fuel can be calculated from:
  Specific energy (calorific value) (net)
  MJ/kg = (46,423 – 8,792 × d2 + 3,17 × d) × (1 – (x + y + s)) + 9,42 × s – 2,499 × x
  where:







  d | = | is the density at 288 K (15 °C) |
| --- | --- | --- | --- |
| x | = | is the proportion by mass of water (%/100) |
| y | = | is the proportion by mass of ash (%/100) |
| s | = | is the proportion by mass of sulphur (%/100). |

(1)

Specific energy (calorific value) (net)

MJ/kg = (46,423 – 8,792 × d2 + 3,17 × d) × (1 – (x + y + s)) + 9,42 × s – 2,499 × x

where:

d

=

is the density at 288 K (15 °C)

x

=

is the proportion by mass of water (%/100)

y

=

is the proportion by mass of ash (%/100)

s

=

is the proportion by mass of sulphur (%/100).

| (2) | The values quoted in the specification are ‘true values’. In establishment of their limit values the terms of ASTM D 3244 ‘Defining a basis for petroleum produce quality disputes’ have been applied and in fixing a minimum value, a minimum difference of 2R above zero has been taken into account; in fixing a maximum and minimum value, the minimum difference is 4R (R = reproducibility).
  Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of fuel should nevertheless aim at a zero value where the stipulated maximum value is 2R and the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify the question as to whether a fuel meets the requirements of the specifications, the terms of ASTM D 3244 should be applied. |
| --- | --- |

(2)

Notwithstanding this measure, which is necessary for statistical reasons, the manufacturer of fuel should nevertheless aim at a zero value where the stipulated maximum value is 2R and the mean value in the case of quotations of maximum and minimum limits. Should it be necessary to clarify the question as to whether a fuel meets the requirements of the specifications, the terms of ASTM D 3244 should be applied.

| (3) | The figures quoted show the evaporated quantities (percentage recovered + percentage loss). |
| --- | --- |

(3)

| (4) | The range of cetane is not in accordance with the requirement of a minimum range of 4R.
  However, in cases of dispute between fuel supplier and fuel user, the terms in ASTM D 3244 can be used to resolve such disputes provided replicate measurements, of sufficient number to achieve the necessary precision, are made in preference to single determinations. |
| --- | --- |

(4)

However, in cases of dispute between fuel supplier and fuel user, the terms in ASTM D 3244 can be used to resolve such disputes provided replicate measurements, of sufficient number to achieve the necessary precision, are made in preference to single determinations.

| (5) | Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice should be sought from the supplier as to storage conditions and life. |
| --- | --- |

(5)

| (6) | This fuel should be based straight run and cracked hydrocarbon distillate components only; desulphurization is allowed. It must not contain any metallic additives or cetane improver additives. |
| --- | --- |

(6)

| (7) | Lower values are permitted, in which case the cetane number of the reference fuel used is to be reported. |
| --- | --- |

(7)

| (8) | Higher values are permitted, in which case the sulphur content of the reference fuel used is to be reported. |
| --- | --- |

(8)

| (9) | To be kept under constant review in the light of trends in the markets. For the purpose of the initial approval of an engine with no exhaust gas after treatment on request of the applicant a 0,050 % mass sulphur minimum is permissible, in which case the measured particulate level must be corrected upward to the average value that is nominally specified for fuel sulphur content (0,150 % mass) per the equation below:
  PTadj = PT + [SFC × 0,0917 × (NSLF – FSF)]
  where:







  PTadj | = | adjusted PT value (g/kWh) |
| --- | --- | --- | --- |
| PT | = | measured weighted specific emission value for particulate emission (g/kWh) |
| SFC | = | weighted specific fuel consumption (g/kWh) calculated according to the formula as below |
| NSLF | = | average of the nominal specification of sulphur content mass fraction (i.e. 0,15 %/100) |
| FSF | = | fuel sulphur content mass fraction (%/100) |

(9)

PTadj = PT + [SFC × 0,0917 × (NSLF – FSF)]

where:

PTadj

=

adjusted PT value (g/kWh)

PT

=

measured weighted specific emission value for particulate emission (g/kWh)

SFC

=

weighted specific fuel consumption (g/kWh) calculated according to the formula as below

NSLF

=

average of the nominal specification of sulphur content mass fraction (i.e. 0,15 %/100)

FSF

=

fuel sulphur content mass fraction (%/100)

Equation for the calculation of the weighted specific fuel consumption:

Formula

where:

Pi = Pm,i + PAE,i

For the purpose of conformity of production assessments in accordance with paragraph 6 the requirements must be met using reference fuel with a sulphur content which complies with the minimum/maximum level of 0,1/0,2 per cent mass.

| (10) | Higher values are permitted up to 855 kg/m3, in which case the density of the reference fuel used is to be reported. For the purpose of conformity of production assessments in accordance with paragraph 6, the requirements must be met using reference fuel which complies with the minimum/maximum level of 835/845 kg/m3. |
| --- | --- |

(10)

| (11) | All fuel characteristics and limit values are to be kept under review in light of trends in the markets. |
| --- | --- |

(11)

| (12) | To be replaced by EN/ISO 6245 with effect of the date of implementation. |
| --- | --- |

(12)

---

(1)  Value to be determined at standard conditions 293,2 K (20 °C) and 101,3 kPa.

(2)  This method may not accurately determine the presence of corrosive materials if the sample contains corrosion inhibitors or other chemicals, which diminish the corrosivity of the sample to the copper strip. Therefore, the addition of such compounds for the sole purpose of biasing the test method is prohibited.

(*1)  Inerts + C2+.

(*2)  Value to be determined at standard conditions (293,2 K (20 °C) and 101,3 kPa).

(*3)  Inerts (different from N2) + C2 + C2+.

(*4)  Value to be determined at standard conditions (293,2 K (20 °C) and 101,3 kPa).

(*5)  Inerts (different from N2) + C2 + C2+.

(*6)  Value to be determined at standard conditions (293,2 K (20 °C) and 101,3 kPa).

---