# Den Europæiske Unions L 181/2006

| | ISSN 1725-2520 |
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| Den Europæiske Unions
  Tidende | L 181 |
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| Dansk udgave | Retsforskrifter | 49. årgang4. juli 2006 |

ISSN 1725-2520

Den Europæiske Unions

Tidende

L 181

Dansk udgave

Retsforskrifter

49. årgang4. juli 2006

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| Indhold | | II   Retsakter, hvis offentliggørelse ikke er obligatorisk | Side |
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| | | Rådet |
| | * | Rådets afgørelse af 13. marts 2006 om ændring af afgørelse 2001/507/EF og afgørelse 2001/509/EF med henblik på at gøre De Forenede Nationers Økonomiske Kommission for Europas (FN/ECE) regulativ nr. 109 og nr. 108 vedrørende regummierede dæk obligatorisk | 1 |
| | * | Rådets afgørelse af 13. marts 2006 om Fællesskabets tiltrædelse af FN's Økonomiske Kommission for Europas regulativ nr. 55 vedrørende bestemmelser for godkendelse af komponenter til mekanisk sammenkobling af vogntog
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  1
  ) | 53 |

Indhold

II   Retsakter, hvis offentliggørelse ikke er obligatorisk

Side

Rådet

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Rådets afgørelse af 13. marts 2006 om ændring af afgørelse 2001/507/EF og afgørelse 2001/509/EF med henblik på at gøre De Forenede Nationers Økonomiske Kommission for Europas (FN/ECE) regulativ nr. 109 og nr. 108 vedrørende regummierede dæk obligatorisk

1

*

Rådets afgørelse af 13. marts 2006 om Fællesskabets tiltrædelse af FN's Økonomiske Kommission for Europas regulativ nr. 55 vedrørende bestemmelser for godkendelse af komponenter til mekanisk sammenkobling af vogntog
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  1
  )

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  1

53

| | | Berigtigelser |
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| | * | Berigtigelse til Rådets forordning (EF) nr. 1175/2005 af 18. juli 2005 om indførelse af en endelig antidumpingtold og endelig opkrævning af den midlertidige told på importen af bariumcarbonat med oprindelse i Folkerepublikken Kina (EUT L 189 af 21.7.2005) | 111 |

Berigtigelser

*

Berigtigelse til Rådets forordning (EF) nr. 1175/2005 af 18. juli 2005 om indførelse af en endelig antidumpingtold og endelig opkrævning af den midlertidige told på importen af bariumcarbonat med oprindelse i Folkerepublikken Kina (EUT L 189 af 21.7.2005)

111

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| | (1)   EØS-relevant tekst. |

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(1)   EØS-relevant tekst.

1

| DA | De akter, hvis titel er trykt med magre typer, er løbende retsakter inden for rammerne af landbrugspolitikken og har normalt en begrænset gyldighedsperiode.
  Titlen på alle øvrige akter er trykt med fede typer efter en asterisk. |
| --- | --- |

DA

De akter, hvis titel er trykt med magre typer, er løbende retsakter inden for rammerne af landbrugspolitikken og har normalt en begrænset gyldighedsperiode.

Titlen på alle øvrige akter er trykt med fede typer efter en asterisk.

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II Retsakter, hvis offentliggørelse ikke er obligatorisk

Rådet

| 4.7.2006 | DA | Den Europæiske Unions Tidende | L 181/1 |
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4.7.2006

DA

Den Europæiske Unions Tidende

L 181/1

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RÅDETS AFGØRELSE

af 13. marts 2006

om ændring af afgørelse 2001/507/EF og afgørelse 2001/509/EF med henblik på at gøre De Forenede Nationers Økonomiske Kommission for Europas (FN/ECE) regulativ nr. 109 og nr. 108 vedrørende regummierede dæk obligatorisk

(2006/443/EF)

RÅDET FOR DEN EUROPÆISKE UNION HAR —

under henvisning til traktaten om oprettelse af Det Europæiske Fællesskab,

under henvisning til Rådets afgørelse 97/836/EF af 27. november 1997 om Det Europæiske Fællesskabs tiltrædelse af overenskomsten under FN's Økonomiske Kommission for Europa om indførelse af ensartede tekniske forskrifter for hjulkøretøjer samt udstyr og dele, som kan monteres og/eller benyttes på hjulkøretøjer, samt vilkårene for gensidig anerkendelse af godkendelser, der er meddelt på grundlag af sådanne forskrifter (Overenskomst af 1958 som revideret) (1), særlig artikel 3, stk. 3, artikel 4, stk. 2, andet led, og artikel 4, stk. 4,

under henvisning til forslag fra Kommissionen,

under henvisning til samstemmende udtalelse fra Europa-Parlamentet (2), og

ud fra følgende betragtninger:

| (1) | FN/ECE-regulativ nr. 109 og nr. 108 fører til en harmonisering af kravene vedrørende regummierede dæk og til et højt niveau af sikkerhed og miljøbeskyttelse. De sikrer den frie bevægelighed for regummierede dæk. |
| --- | --- |

(1)

FN/ECE-regulativ nr. 109 og nr. 108 fører til en harmonisering af kravene vedrørende regummierede dæk og til et højt niveau af sikkerhed og miljøbeskyttelse. De sikrer den frie bevægelighed for regummierede dæk.

| (2) | Ved afgørelse 97/836/EF blev Fællesskabet kontraherende part til den reviderede overenskomst af 1958 under FN/ECE. Fællesskabet tiltrådte FN/ECE's regulativ nr. 109 og nr. 108 ved afgørelse 2001/507/EF (3) og 2001/509/EF (4). Ved sin tiltrædelse af disse regulativer forpligter Fællesskabet sig til at anerkende dem som alternativer til Fællesskabets lovgivning i overensstemmelse med bestemmelserne i artikel 2 og 3 i den reviderede overenskomst af 1958. For at kunne sikre den obligatoriske anvendelse af disse regulativer bør der i Fællesskabets lovgivning imidlertid være fastlagt en bestemmelse herom, jf. artikel 4, stk. 4, i afgørelse 97/836/EF. |
| --- | --- |

(2)

Ved afgørelse 97/836/EF blev Fællesskabet kontraherende part til den reviderede overenskomst af 1958 under FN/ECE. Fællesskabet tiltrådte FN/ECE's regulativ nr. 109 og nr. 108 ved afgørelse 2001/507/EF (3) og 2001/509/EF (4). Ved sin tiltrædelse af disse regulativer forpligter Fællesskabet sig til at anerkende dem som alternativer til Fællesskabets lovgivning i overensstemmelse med bestemmelserne i artikel 2 og 3 i den reviderede overenskomst af 1958. For at kunne sikre den obligatoriske anvendelse af disse regulativer bør der i Fællesskabets lovgivning imidlertid være fastlagt en bestemmelse herom, jf. artikel 4, stk. 4, i afgørelse 97/836/EF.

| (3) | På baggrund af det begrænsede omfang af den nødvendige lovgivningsmæssige foranstaltning er det ikke hensigtsmæssigt at indføre en bestemmelse om obligatorisk anvendelse af begge regulativer ved at vedtage et direktiv som forudset i afgørelse 2001/507/EF og 2001/509/EF. |
| --- | --- |

(3)

På baggrund af det begrænsede omfang af den nødvendige lovgivningsmæssige foranstaltning er det ikke hensigtsmæssigt at indføre en bestemmelse om obligatorisk anvendelse af begge regulativer ved at vedtage et direktiv som forudset i afgørelse 2001/507/EF og 2001/509/EF.

| (4) | Afgørelse 2001/507/EF og 2001/509/EF bør ændres i overensstemmelse hermed — |
| --- | --- |

(4)

Afgørelse 2001/507/EF og 2001/509/EF bør ændres i overensstemmelse hermed —

TRUFFET FØLGENDE AFGØRELSE:

Artikel 1

I afgørelse 2001/507/EF foretages følgende ændringer:

| 1) | Den eneste artikel affattes således:
  »Eneste artikel
  Det Europæiske Fællesskab tiltræder regulativ nr. 109 fra De Forenede Nationers Økonomiske Kommission for Europa vedrørende godkendelse af fabrikationen af regummierede dæk til erhvervskøretøjer og påhængskøretøjer dertil.
  Senest den 13. september 2006 vil bestemmelserne i regulativ nr. 109 som fastlagt i bilaget finde anvendelse som en ufravigelig betingelse for markedsføring i Fællesskabet af regummierede dæk, der falder ind under dette regulativs anvendelsesområde.« |
| --- | --- |

1)

Den eneste artikel affattes således:

»Eneste artikel

Det Europæiske Fællesskab tiltræder regulativ nr. 109 fra De Forenede Nationers Økonomiske Kommission for Europa vedrørende godkendelse af fabrikationen af regummierede dæk til erhvervskøretøjer og påhængskøretøjer dertil.

Senest den 13. september 2006 vil bestemmelserne i regulativ nr. 109 som fastlagt i bilaget finde anvendelse som en ufravigelig betingelse for markedsføring i Fællesskabet af regummierede dæk, der falder ind under dette regulativs anvendelsesområde.«

| 2) | Teksten til FN/ECE-regulativ nr. 109, som er knyttet til afgørelse 2001/507/EF, erstattes af teksten i bilag I til denne afgørelse. |
| --- | --- |

2)

Teksten til FN/ECE-regulativ nr. 109, som er knyttet til afgørelse 2001/507/EF, erstattes af teksten i bilag I til denne afgørelse.

Artikel 2

I afgørelse 2001/509/EF foretages følgende ændringer:

| 1) | Den eneste artikel affattes således:
  »Eneste artikel
  Det Europæiske Fællesskab tiltræder regulativ nr. 108 fra De Forenede Nationers Økonomiske Kommission for Europa vedrørende godkendelse af fabrikationen af regummierede dæk til motorkøretøjer og påhængskøretøjer dertil.
  Senest den 13. september 2006 vil bestemmelserne i regulativ nr. 108 som fastlagt i bilaget finde anvendelse som en ufravigelig betingelse for markedsføring i Fællesskabet af regummierede dæk, der falder ind under dette regulativs anvendelsesområde.« |
| --- | --- |

1)

Den eneste artikel affattes således:

»Eneste artikel

Det Europæiske Fællesskab tiltræder regulativ nr. 108 fra De Forenede Nationers Økonomiske Kommission for Europa vedrørende godkendelse af fabrikationen af regummierede dæk til motorkøretøjer og påhængskøretøjer dertil.

Senest den 13. september 2006 vil bestemmelserne i regulativ nr. 108 som fastlagt i bilaget finde anvendelse som en ufravigelig betingelse for markedsføring i Fællesskabet af regummierede dæk, der falder ind under dette regulativs anvendelsesområde.«

| 2) | Teksten til FN/ECE-regulativ nr. 108, som er knyttet til afgørelse 2001/509/EF, erstattes af teksten i bilag II til denne afgørelse. |
| --- | --- |

2)

Teksten til FN/ECE-regulativ nr. 108, som er knyttet til afgørelse 2001/509/EF, erstattes af teksten i bilag II til denne afgørelse.

Udfærdiget i Bruxelles, den 13. marts 2006.

På Rådets vegne

M. BARTENSTEIN

Formand

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(1)  EFT L 346 af 17.12.1997, s. 78.

1

(2)  Endnu ikke offentliggjort i EUT.

2

(3)  EFT L 183 af 6.7.2001, s. 35.

3

(4)  EFT L 183 af 6.7.2001, s. 37.

4

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BILAG I

REGULATIV Nr. 109

ENSARTEDE FORSKRIFTER FOR GODKENDELSE AF FABRIKATIONEN AF REGUMMIEREDE DÆK TIL ERHVERVSKØRETØJER OG PÅHÆNGSKØRETØJER DERTIL

(konsolideret tekst)

INDHOLD

REGULATIV

| 1. | Anvendelsesområde |
| --- | --- |

1.

| 2. | Definitioner |
| --- | --- |

2.

| 3. | Mærkning |
| --- | --- |

3.

| 4. | Ansøgning om godkendelse |
| --- | --- |

4.

| 5. | Godkendelse |
| --- | --- |

5.

| 6. | Forskrifter |
| --- | --- |

6.

| 7. | Specifikationer |
| --- | --- |

7.

| 8. | Ændringer af godkendelsen |
| --- | --- |

8.

| 9. | Produktionens overensstemmelse |
| --- | --- |

9.

| 10. | Sanktioner ved manglende overensstemmelse af produktionen |
| --- | --- |

10.

| 11. | Endeligt ophør af produktionen |
| --- | --- |

11.

| 12. | Navn og adresse på de tekniske tjenester, som forestår godkendelsesprøvningen, på prøveanstalter og på administrative tjenester |
| --- | --- |

12.

BILAG

| Bilag 1 — | Meddelelse om godkendelse eller udvidelse, nægtelse eller inddragelse af godkendelse eller endeligt ophør af en regummieringsvirksomhed, i medfør af regulativ nr. 109 |
| --- | --- |

Bilag 1 —

| Bilag 2 — | Godkendelsesmærkets udformning |
| --- | --- |

Bilag 2 —

| Bilag 3 — | Udformning af det regummierede dæks mærkning |
| --- | --- |

Bilag 3 —

| Bilag 4 — | Fortegnelse over belastningstal og tilsvarende belastningsevne |
| --- | --- |

Bilag 4 —

| Bilag 5 — | Dækdimensionsbetegnelse og ‐dimensioner |
| --- | --- |

Bilag 5 —

| Bilag 6 — | Metode til måling af dæk |
| --- | --- |

Bilag 6 —

| Bilag 7 — | Metode til udholdenhedsprøvning for belastning/hastighed |
| --- | --- |

Bilag 7 —

| Tillæg 1 — | Program for udholdenhedsprøvning |
| --- | --- |

Tillæg 1 —

| Tillæg 2 — | Forholdet mellem trykindeks og trykenheder |
| --- | --- |

Tillæg 2 —

| Bilag 8 — | Belastningsevnens variation med hastigheden for erhvervskøretøjer: radial- og diagonaldæk |
| --- | --- |

Bilag 8 —

| Bilag 9 — | Forklarende figur |
| --- | --- |

Bilag 9 —

1.   ANVENDELSESOMRÅDE

Dette regulativ finder anvendelse på fabrikation af regummierede dæk bestemt til montering på erhvervskøretøjer og påhængskøretøjer dertil, til anvendelse på vej. Undtaget fra regulativet er følgende:

| 1.1. | regummierede dæk til personbiler og påhængskøretøjer dertil |
| --- | --- |

1.1.

regummierede dæk til personbiler og påhængskøretøjer dertil

| 1.2. | regummierede dæk med hastighedsevne under 80 km/h |
| --- | --- |

1.2.

regummierede dæk med hastighedsevne under 80 km/h

| 1.3. | dæk til cykler og motorcykler |
| --- | --- |

1.3.

dæk til cykler og motorcykler

| 1.4. | dæk, som oprindeligt er fremstillet uden symbol for hastighedskategori og/eller belastningstal |
| --- | --- |

1.4.

dæk, som oprindeligt er fremstillet uden symbol for hastighedskategori og/eller belastningstal

| 1.5. | dæk, som oprindeligt er fremstillet uden typegodkendelse og uden påskriften »E« eller »e«. |
| --- | --- |

1.5.

dæk, som oprindeligt er fremstillet uden typegodkendelse og uden påskriften »E« eller »e«.

2.   DEFINITIONER — se også figuren i bilag 9

I dette regulativ forstås ved:

| 2.1. | »Sortiment af regummierede dæk«: et sortiment af dæk, som er regummieret i henhold til punkt 4.1.4 |
| --- | --- |

2.1.

»Sortiment af regummierede dæk«: et sortiment af dæk, som er regummieret i henhold til punkt 4.1.4

| 2.2. | »opbygning«: de tekniske egenskaber af dækkets karkasse. Der skelnes især mellem følgende typer opbygning: |
| --- | --- |

2.2.

»opbygning«: de tekniske egenskaber af dækkets karkasse. Der skelnes især mellem følgende typer opbygning:

| 2.2.1. | »Diagonaldæk« eller »krydslagsdæk«: dæk, hvor trådlagene går helt ud til vulsten og er lagt i alternerende vinkler på væsentligt under 90o i forhold til slidbanens midterlinje |
| --- | --- |

2.2.1.

»Diagonaldæk« eller »krydslagsdæk«: dæk, hvor trådlagene går helt ud til vulsten og er lagt i alternerende vinkler på væsentligt under 90o i forhold til slidbanens midterlinje

| 2.2.2. | »diagonalbæltedæk«: diagonaldæk (krydslagsdæk), hvor karkassen er stabiliseret af et bælte bestående af to eller flere omtrent stive trådlag, som er lagt i alternerende vinkler tæt på karkassens vinkler |
| --- | --- |

2.2.2.

»diagonalbæltedæk«: diagonaldæk (krydslagsdæk), hvor karkassen er stabiliseret af et bælte bestående af to eller flere omtrent stive trådlag, som er lagt i alternerende vinkler tæt på karkassens vinkler

| 2.2.3. | »radialdæk«: dæk, hvor trådlagene går helt ud til vulsten og danner en vinkel på tilnærmelsesvis 90o med slidbanens midterlinje, og hvor karkassen stabiliseres af et omtrent stift bælte langs omkredsen |
| --- | --- |

2.2.3.

»radialdæk«: dæk, hvor trådlagene går helt ud til vulsten og danner en vinkel på tilnærmelsesvis 90o med slidbanens midterlinje, og hvor karkassen stabiliseres af et omtrent stift bælte langs omkredsen

| 2.3. | »Anvendelsesart« |
| --- | --- |

2.3.

»Anvendelsesart«

| 2.3.1. | normaldæk: dæk, som er bestemt alene til normal brug på vej |
| --- | --- |

2.3.1.

normaldæk: dæk, som er bestemt alene til normal brug på vej

| 2.3.2. | specialdæk: dæk bestemt til blandet anvendelse, både på vej og uden for vej, eller ved begrænset hastighed |
| --- | --- |

2.3.2.

specialdæk: dæk bestemt til blandet anvendelse, både på vej og uden for vej, eller ved begrænset hastighed

| 2.3.3. | vinterdæk: dæk, hvor slidbanemønsteret, eller både slidbanemønsteret og opbygningen, er udformet med særligt henblik på at sikre bedre egenskaber end normaldæk i mudder og nyfalden eller smeltende sne. Slidbanemønsteret på vinterdæk har sædvanligvis større mønsterriller (rifler) og massive blokke med større afstand mellem end på normaldæk |
| --- | --- |

2.3.3.

vinterdæk: dæk, hvor slidbanemønsteret, eller både slidbanemønsteret og opbygningen, er udformet med særligt henblik på at sikre bedre egenskaber end normaldæk i mudder og nyfalden eller smeltende sne. Slidbanemønsteret på vinterdæk har sædvanligvis større mønsterriller (rifler) og massive blokke med større afstand mellem end på normaldæk

| 2.4. | »vulst«: den del af dækket, der ved sin form og opbygning ligger an mod fælgen og fastholder dækket på denne |
| --- | --- |

2.4.

»vulst«: den del af dækket, der ved sin form og opbygning ligger an mod fælgen og fastholder dækket på denne

| 2.5. | »vævtråde«: de tråde, der danner tekstillaget i dækket |
| --- | --- |

2.5.

»vævtråde«: de tråde, der danner tekstillaget i dækket

| 2.6. | »lag«: lag af parallelle, »gummi«belagte vævtråde |
| --- | --- |

2.6.

»lag«: lag af parallelle, »gummi«belagte vævtråde

| 2.7. | »bælte«: for radialdæk eller diagonalbæltedæk, et eller flere lag materiale(r) under slidbanen, som er lagt omtrent parallelt med slidbanens midtlinje, således at karkassen fastholdes langs omkredsen |
| --- | --- |

2.7.

»bælte«: for radialdæk eller diagonalbæltedæk, et eller flere lag materiale(r) under slidbanen, som er lagt omtrent parallelt med slidbanens midtlinje, således at karkassen fastholdes langs omkredsen

| 2.8. | »beskyttelseslag« (breaker): for diagonaldæk, et mellemlag mellem karkassen og slidbanen |
| --- | --- |

2.8.

»beskyttelseslag« (breaker): for diagonaldæk, et mellemlag mellem karkassen og slidbanen

| 2.9. | »beskyttelseslag« (breaker): for radialdæk, et mellemlag, som ligger mellem slidbanen og bæltet og tjener til at nedsætte beskadigelsen af bæltet |
| --- | --- |

2.9.

»beskyttelseslag« (breaker): for radialdæk, et mellemlag, som ligger mellem slidbanen og bæltet og tjener til at nedsætte beskadigelsen af bæltet

| 2.10. | »vulstforstærkning«: materiale, som i vulstområdet beskytter karkassen mod gnidning eller slitage fra fælgen |
| --- | --- |

2.10.

»vulstforstærkning«: materiale, som i vulstområdet beskytter karkassen mod gnidning eller slitage fra fælgen

| 2.11. | »karkasse«: den del af dækket, bortset fra slidbane og det yderste »gummi« på dæksiden, som i oppumpet tilstand bærer belastningen |
| --- | --- |

2.11.

»karkasse«: den del af dækket, bortset fra slidbane og det yderste »gummi« på dæksiden, som i oppumpet tilstand bærer belastningen

| 2.12. | »slidbane«: den del af dækket, som er bestemt til at komme i berøring med vejen, beskytter karkassen mod mekanisk beskadigelse og bevirker friktionen mod vejbanen |
| --- | --- |

2.12.

»slidbane«: den del af dækket, som er bestemt til at komme i berøring med vejen, beskytter karkassen mod mekanisk beskadigelse og bevirker friktionen mod vejbanen

| 2.13. | »dækside«: den del af dækket, som er mellem slidbanen og det område, som er bestemt til at være dækket af fælgflangen |
| --- | --- |

2.13.

»dækside«: den del af dækket, som er mellem slidbanen og det område, som er bestemt til at være dækket af fælgflangen

| 2.14. | »dækkets nedre område«: området mellem linjen svarende til den største dækbredde og det område, som er bestemt til at være dækket af fælgkanten |
| --- | --- |

2.14.

»dækkets nedre område«: området mellem linjen svarende til den største dækbredde og det område, som er bestemt til at være dækket af fælgkanten

| 2.15. | »mønsterrille«: mellemrummet mellem to tilstødende ribber eller blokke i slidbanemønsteret |
| --- | --- |

2.15.

»mønsterrille«: mellemrummet mellem to tilstødende ribber eller blokke i slidbanemønsteret

| 2.16. | »dækbredde«: den lineære afstand mellem de udvendige sider af et oppumpet dæk, som er monteret på den angivne målefælg, fraregnet forhøjninger dannet af påskrifter, udsmykninger og beskyttelsesbånd eller -ribber |
| --- | --- |

2.16.

»dækbredde«: den lineære afstand mellem de udvendige sider af et oppumpet dæk, som er monteret på den angivne målefælg, fraregnet forhøjninger dannet af påskrifter, udsmykninger og beskyttelsesbånd eller -ribber

| 2.17. | »total bredde«: den lineære afstand mellem de udvendige dæksider af et oppumpet dæk, som er monteret på den foreskrevne målefælg, medregnet forhøjninger dannet af påskrifter, udsmykning og beskyttelsesbånd eller ‐ribber |
| --- | --- |

2.17.

»total bredde«: den lineære afstand mellem de udvendige dæksider af et oppumpet dæk, som er monteret på den foreskrevne målefælg, medregnet forhøjninger dannet af påskrifter, udsmykning og beskyttelsesbånd eller ‐ribber

| 2.18. | »dækhøjde«: den halve forskel mellem dækkets udvendige diameter og den nominelle fælgdiameter |
| --- | --- |

2.18.

»dækhøjde«: den halve forskel mellem dækkets udvendige diameter og den nominelle fælgdiameter

| 2.19. | »nominelt højde-bredde forhold«: 100 gange forholdet mellem nominel dækhøjde og nominel dækbredde, når disse mål regnes i samme måleenhed |
| --- | --- |

2.19.

»nominelt højde-bredde forhold«: 100 gange forholdet mellem nominel dækhøjde og nominel dækbredde, når disse mål regnes i samme måleenhed

| 2.20. | »udvendig diameter«: største diameter af et oppumpet, regummieret dæk |
| --- | --- |

2.20.

»udvendig diameter«: største diameter af et oppumpet, regummieret dæk

| 2.21. | »dækdimensionsbetegnelse«: en betegnelse, som angiver: |
| --- | --- |

2.21.

»dækdimensionsbetegnelse«: en betegnelse, som angiver:

| 2.21.1. | den nominelle dækbredde. Denne angives i mm (undtagen for de dæktyper, hvis dimensionsbetegnelse findes i første kolonne af tabellerne i bilag 5 til dette regulativ) |
| --- | --- |

2.21.1.

den nominelle dækbredde. Denne angives i mm (undtagen for de dæktyper, hvis dimensionsbetegnelse findes i første kolonne af tabellerne i bilag 5 til dette regulativ)

| 2.21.2. | det nominelle højde/breddeforhold (undtagen for de dæktyper, hvis dimensionsbetegnelse findes i første kolonne af tabellerne i bilag 5 til dette regulativ) |
| --- | --- |

2.21.2.

det nominelle højde/breddeforhold (undtagen for de dæktyper, hvis dimensionsbetegnelse findes i første kolonne af tabellerne i bilag 5 til dette regulativ)

| 2.21.3. | »d«-værdi: fælgens nominelle diameter, angivet enten som kode (tal mindre end 100) eller i mm (tal større end 100). Begge angivelser kan benyttes samtidig |
| --- | --- |

2.21.3.

»d«-værdi: fælgens nominelle diameter, angivet enten som kode (tal mindre end 100) eller i mm (tal større end 100). Begge angivelser kan benyttes samtidig

| 2.21.3.1. | I det følgende er d-værdien angivet i mm:






  Kode for nominel fælgdiameter — »d« | d-værdi, i mm |
| --- | --- | --- |
| 8
  9
  10
  11
  12
  13
  14 | 203
  229
  254
  279
  305
  330
  356 |
| 15
  16
  17
  18
  19 | 381
  406
  432
  457
  483 |
| 20
  21
  22
  24
  25 | 508
  533
  559
  610
  635 |
| 14,5
  16,5
  17,5
  19,5
  20,5
  22,5
  24,5 | 368
  419
  445
  495
  521
  572
  622 |
| 26
  28
  30 | 660
  711
  762 |

2.21.3.1.

I det følgende er d-værdien angivet i mm:

Kode for nominel fælgdiameter — »d«

d-værdi, i mm

8

9

10

11

12

13

14

203

229

254

279

305

330

356

15

16

17

18

19

381

406

432

457

483

20

21

22

24

25

508

533

559

610

635

14,5

16,5

17,5

19,5

20,5

22,5

24,5

368

419

445

495

521

572

622

26

28

30

660

711

762

| 2.22. | »nominel fælgdiameter (d)«: diameteren af den fælg, hvorpå dækket er bestemt til at monteres |
| --- | --- |

2.22.

»nominel fælgdiameter (d)«: diameteren af den fælg, hvorpå dækket er bestemt til at monteres

| 2.23. | »fælg«: støtten for dæk og slange, eller, for slangeløse dæk, støtten for dækkets vulster |
| --- | --- |

2.23.

»fælg«: støtten for dæk og slange, eller, for slangeløse dæk, støtten for dækkets vulster

| 2.24. | »målefælg«: den fælg, der angives som »fælgbreddemål« eller »konstruktivt bestemt fælgbredde« for en given dækdimensionsbetegnelse i en vilkårlig udgave af en eller flere af de internationale dækstandarder |
| --- | --- |

2.24.

»målefælg«: den fælg, der angives som »fælgbreddemål« eller »konstruktivt bestemt fælgbredde« for en given dækdimensionsbetegnelse i en vilkårlig udgave af en eller flere af de internationale dækstandarder

| 2.25. | »prøvefælg«: enhver fælg, der angives som godkendt, anbefalet eller tilladt i en af de internationale dækstandarder for dæk af den pågældende størrelse eller type |
| --- | --- |

2.25.

»prøvefælg«: enhver fælg, der angives som godkendt, anbefalet eller tilladt i en af de internationale dækstandarder for dæk af den pågældende størrelse eller type

| 2.26. | »international dækstandard«: et vilkårligt af følgende normgivende dokumenter:






  a) | The European Tyre and Rim Technical Organisation (ETRTO) (1): »Standards Manual« |
| --- | --- | --- |

2.26.

»international dækstandard«: et vilkårligt af følgende normgivende dokumenter:

a)

The European Tyre and Rim Technical Organisation (ETRTO) (1): »Standards Manual«

| b) | The European Tyre and Rim Technical Organisation (ETRTO) (1): »Engineering Design Information — obsolete data« |
| --- | --- |

b)

The European Tyre and Rim Technical Organisation (ETRTO) (1): »Engineering Design Information — obsolete data«

| c) | The Tire and Rim Association Inc. (TRA) (2): »Year Book« |
| --- | --- |

c)

The Tire and Rim Association Inc. (TRA) (2): »Year Book«

| d) | The Japan Automobile Tire Manufacturers Association (JATMA) (3): »Year Book« |
| --- | --- |

d)

The Japan Automobile Tire Manufacturers Association (JATMA) (3): »Year Book«

| e) | The Tyre and Rim Association of Australia (TRAA) (4): »Standards Manual« |
| --- | --- |

e)

The Tyre and Rim Association of Australia (TRAA) (4): »Standards Manual«

| f) | The Associação Brasileira de Pneus e Aros (ABPA) (5): »Manual de Normal Téchnicas« |
| --- | --- |

f)

The Associação Brasileira de Pneus e Aros (ABPA) (5): »Manual de Normal Téchnicas«

| g) | The Scandinavian Tyre and Rim Organisation (STRO) (6): »Data Book« |
| --- | --- |

g)

The Scandinavian Tyre and Rim Organisation (STRO) (6): »Data Book«

Dækstandarderne kan rekvireres på følgende adresser:

| 2.27. | »løsrivning«: løsrivning af gummistykker fra slidbanen |
| --- | --- |

2.27.

»løsrivning«: løsrivning af gummistykker fra slidbanen

| 2.28. | »trådseparation«: løsning af vævtråde fra gummibelægningen |
| --- | --- |

2.28.

»trådseparation«: løsning af vævtråde fra gummibelægningen

| 2.29. | »lagseparation«: separation af tilgrænsende lag |
| --- | --- |

2.29.

»lagseparation«: separation af tilgrænsende lag

| 2.30. | »løsrivning af slidbane«: løsrivning af slidbanen fra karkassen |
| --- | --- |

2.30.

»løsrivning af slidbane«: løsrivning af slidbanen fra karkassen

| 2.31. | »driftsbeskrivelse«: den kombination af belastningstal og hastighedskategori, som gælder for det pågældende dæk |
| --- | --- |

2.31.

»driftsbeskrivelse«: den kombination af belastningstal og hastighedskategori, som gælder for det pågældende dæk

| 2.32. | »belastningstal«: en talkode, som angiver den maksimale belastning, som dækket kan bære, når det anvendes ved en hastighed, som svarer til dækkets hastighedskategori, og i overensstemmelse med producentens forskrifter. Et dæk kan have flere end ét belastningstal, som angiver belastningsevnen ved anvendelse på hhv. enkelt- og tvillingehjul eller angiver en anden lasteevne (entydigt punkt), ved hvilken en ændret belastning i henhold til dette regulativs punkt 2.35 og bilag 8 ikke er tilladt.
  En liste over belastningstal og tilsvarende belastningsevne findes i bilag 4. |
| --- | --- |

2.32.

»belastningstal«: en talkode, som angiver den maksimale belastning, som dækket kan bære, når det anvendes ved en hastighed, som svarer til dækkets hastighedskategori, og i overensstemmelse med producentens forskrifter. Et dæk kan have flere end ét belastningstal, som angiver belastningsevnen ved anvendelse på hhv. enkelt- og tvillingehjul eller angiver en anden lasteevne (entydigt punkt), ved hvilken en ændret belastning i henhold til dette regulativs punkt 2.35 og bilag 8 ikke er tilladt.

En liste over belastningstal og tilsvarende belastningsevne findes i bilag 4.

| 2.33. | Ved »hastighedssymbol« forstås: |
| --- | --- |

2.33.

Ved »hastighedssymbol« forstås:

| 2.33.1. | et bogstavsymbol, som angiver den hastighed, ved hvilken dækket kan bære den belastning, som angives af det tilhørende belastningstal |
| --- | --- |

2.33.1.

et bogstavsymbol, som angiver den hastighed, ved hvilken dækket kan bære den belastning, som angives af det tilhørende belastningstal

| 2.33.2. | hastighedskategorier og tilsvarende hastigheder er angivet i følgende tabel:






  Hastighedskategori | Tilsvarende maksimalhastighed (km/h) |
| --- | --- | --- |
| F
  G
  J
  K
  L
  M
  N
  P
  Q
  R
  S
  T
  U
  H | 80
  90
  100
  110
  120
  130
  140
  150
  160
  170
  180
  190
  200
  210 |

2.33.2.

hastighedskategorier og tilsvarende hastigheder er angivet i følgende tabel:

Hastighedskategori

Tilsvarende maksimalhastighed (km/h)

F

G

J

K

L

M

N

P

Q

R

S

T

U

H

80

90

100

110

120

130

140

150

160

170

180

190

200

210

| 2.34. | »entydigt punkt«: en yderligere driftsbeskrivelse, som er påført ved siden af den normale driftsbeskrivelse, men som ikke må anvendes til beregning af en ændring i belastningsevnen som foreskrevet i dette regulativs punkt 2.35 og bilag 8 |
| --- | --- |

2.34.

»entydigt punkt«: en yderligere driftsbeskrivelse, som er påført ved siden af den normale driftsbeskrivelse, men som ikke må anvendes til beregning af en ændring i belastningsevnen som foreskrevet i dette regulativs punkt 2.35 og bilag 8

| 2.35. | »Variation af belastningsevnen med hastigheden«: en alternativ belastningsevne for dækket, når dette anvendes ved en anden hastighed end den, der angives af hastighedssymbolet i den normale driftsbeskrivelse. De tilladte ændringer er angivet i tabellen i bilag 8 |
| --- | --- |

2.35.

»Variation af belastningsevnen med hastigheden«: en alternativ belastningsevne for dækket, når dette anvendes ved en anden hastighed end den, der angives af hastighedssymbolet i den normale driftsbeskrivelse. De tilladte ændringer er angivet i tabellen i bilag 8

| 2.36. | »regummieringsvirksomhed«: et anlæg eller en gruppe af anlæg til produktion af regummierede dæk |
| --- | --- |

2.36.

»regummieringsvirksomhed«: et anlæg eller en gruppe af anlæg til produktion af regummierede dæk

| 2.37. | »regummiering«: fællesbetegnelse for renovering af et brugt dæk ved udskiftning af den slidte slidbane med nyt materiale. Betegnelsen kan også omfatte renovering af dæksidens ydre overflade og udskiftning af toplagene eller beskyttelseslaget. Den omfatter følgende processer: |
| --- | --- |

2.37.

»regummiering«: fællesbetegnelse for renovering af et brugt dæk ved udskiftning af den slidte slidbane med nyt materiale. Betegnelsen kan også omfatte renovering af dæksidens ydre overflade og udskiftning af toplagene eller beskyttelseslaget. Den omfatter følgende processer:

| 2.37.1. | »topregummiering«: udskiftning af slidbanen |
| --- | --- |

2.37.1.

»topregummiering«: udskiftning af slidbanen

| 2.37.2. | »regummiering«: udskiftning af slidbanen, således at det nye materiale strækker sig ned over en del af dæksiden |
| --- | --- |

2.37.2.

»regummiering«: udskiftning af slidbanen, således at det nye materiale strækker sig ned over en del af dæksiden

| 2.37.3. | »vulst til vulst«: udskiftning af slidbanen og renovering af sidevæggen, herunder dækkets nederste del eller en del heraf |
| --- | --- |

2.37.3.

»vulst til vulst«: udskiftning af slidbanen og renovering af sidevæggen, herunder dækkets nederste del eller en del heraf

| 2.38. | »karkasse«: det slidte dæk, bestående af karkassen og den resterende slidbane samt dæksidemateriale |
| --- | --- |

2.38.

»karkasse«: det slidte dæk, bestående af karkassen og den resterende slidbane samt dæksidemateriale

| 2.39. | »raspning«: den proces, som anvendes til fjernelse af gammelt materiale fra karkassen for at klargøre overfladen til det nye materiale |
| --- | --- |

2.39.

»raspning«: den proces, som anvendes til fjernelse af gammelt materiale fra karkassen for at klargøre overfladen til det nye materiale

| 2.40. | »reparation«: det udbedrende arbejde, som udføres på beskadigede karkasser inden for vedtagne grænser |
| --- | --- |

2.40.

»reparation«: det udbedrende arbejde, som udføres på beskadigede karkasser inden for vedtagne grænser

| 2.41. | »slidbanemateriale«: materiale af en beskaffenhed, som gør det egnet til at erstatte den slidte slidbane. Dette kan for eksempel omfatte: |
| --- | --- |

2.41.

»slidbanemateriale«: materiale af en beskaffenhed, som gør det egnet til at erstatte den slidte slidbane. Dette kan for eksempel omfatte:

| 2.41.1. | »slidbanegummi«: forskårne længder af materiale, som er ekstruderet således, at det frembringer den ønskede tværsnitsprofil, og derefter monteret koldt på den forberedte karkasse. Det nye materiale skal vulkaniseres |
| --- | --- |

2.41.1.

»slidbanegummi«: forskårne længder af materiale, som er ekstruderet således, at det frembringer den ønskede tværsnitsprofil, og derefter monteret koldt på den forberedte karkasse. Det nye materiale skal vulkaniseres

| 2.41.2. | »båndviklet« (strips): et bånd af slidbanemateriale, som ekstruderes direkte, vikles på den forberedte karkasse og opbygges til den ønskede tværsnitsprofil. Det nye materiale skal vulkaniseres |
| --- | --- |

2.41.2.

»båndviklet« (strips): et bånd af slidbanemateriale, som ekstruderes direkte, vikles på den forberedte karkasse og opbygges til den ønskede tværsnitsprofil. Det nye materiale skal vulkaniseres

| 2.41.3. | »direkte ekstrudering«: slidbanemateriale, som ekstruderes for at opnå den ønskede tværsnitsprofil. Når det nye materiale er ekstruderet direkte på den forberedte karkasse, skal det vulkaniseres |
| --- | --- |

2.41.3.

»direkte ekstrudering«: slidbanemateriale, som ekstruderes for at opnå den ønskede tværsnitsprofil. Når det nye materiale er ekstruderet direkte på den forberedte karkasse, skal det vulkaniseres

| 2.41.4. | »forvulkaniseret«: en tidligere formet og vulkaniseret slidbane, som sættes direkte på den forberedte karkasse. Det nye materiale skal fæstnes til karkassen |
| --- | --- |

2.41.4.

»forvulkaniseret«: en tidligere formet og vulkaniseret slidbane, som sættes direkte på den forberedte karkasse. Det nye materiale skal fæstnes til karkassen

| 2.42. | »sidegummi«: materiale, som anvendes til at dække karkassens sider, hvorved de nødvendige mærker kan påføres |
| --- | --- |

2.42.

»sidegummi«: materiale, som anvendes til at dække karkassens sider, hvorved de nødvendige mærker kan påføres

| 2.43. | »bindegummi«: materiale, der anvendes som bindelag mellem den nye slidbane og karkassen samt til reparation af mindre skader |
| --- | --- |

2.43.

»bindegummi«: materiale, der anvendes som bindelag mellem den nye slidbane og karkassen samt til reparation af mindre skader

| 2.44. | »klæber« (solution): en klæbemiddelopløsning, som holder nye materialer på plads før vulkaniseringen |
| --- | --- |

2.44.

»klæber« (solution): en klæbemiddelopløsning, som holder nye materialer på plads før vulkaniseringen

| 2.45. | »vulkanisering«: betegnelsen for den ændring af det nye materiales fysiske egenskaber, som sædvanligvis frembringes ved udsættelse for varme og tryk i et bestemt tidsrum under kontrollerede betingelser. |
| --- | --- |

2.45.

»vulkanisering«: betegnelsen for den ændring af det nye materiales fysiske egenskaber, som sædvanligvis frembringes ved udsættelse for varme og tryk i et bestemt tidsrum under kontrollerede betingelser.

3.   MÆRKNING

| 3.1. | I bilag 3 findes et eksempel på det regummierede dæks mærkninger. |
| --- | --- |

3.1.

I bilag 3 findes et eksempel på det regummierede dæks mærkninger.

| 3.2. | Regummierede dæk skal — for symmetriske dæk på begge sider, for asymmetriske dæk i det mindste på den udvendige dækside — være forsynet med følgende mærkninger: |
| --- | --- |

3.2.

Regummierede dæk skal — for symmetriske dæk på begge sider, for asymmetriske dæk i det mindste på den udvendige dækside — være forsynet med følgende mærkninger:

| 3.2.1. | fabriks- eller firmamærke |
| --- | --- |

3.2.1.

fabriks- eller firmamærke

| 3.2.2. | dækdimensionsbetegnelse som defineret i punkt 2.21 |
| --- | --- |

3.2.2.

dækdimensionsbetegnelse som defineret i punkt 2.21

| 3.2.3. | følgende angivelse af opbygningen: |
| --- | --- |

3.2.3.

følgende angivelse af opbygningen:

| 3.2.3.1. | for diagonaldæk (krydslagsdæk): ingen angivelse, eller bogstavet »D« foran fælgdiametermærkningen |
| --- | --- |

3.2.3.1.

for diagonaldæk (krydslagsdæk): ingen angivelse, eller bogstavet »D« foran fælgdiametermærkningen

| 3.2.3.2. | for radialdæk: bogstavet »R« foran fælgdiametermærkningen samt, valgfrit, ordet »RADIAL« |
| --- | --- |

3.2.3.2.

for radialdæk: bogstavet »R« foran fælgdiametermærkningen samt, valgfrit, ordet »RADIAL«

| 3.2.3.3. | for diagonalbæltedæk: bogstavet »B« placeret foran fælgdiametermærkningen samt ordene »BIAS-BELTED« |
| --- | --- |

3.2.3.3.

for diagonalbæltedæk: bogstavet »B« placeret foran fælgdiametermærkningen samt ordene »BIAS-BELTED«

| 3.2.4. | driftsbeskrivelse, bestående af: |
| --- | --- |

3.2.4.

driftsbeskrivelse, bestående af:

| 3.2.4.1. | angivelse af dækkets nominelle belastningsevne i form af det i punkt 2.32 foreskrevne belastningstal |
| --- | --- |

3.2.4.1.

angivelse af dækkets nominelle belastningsevne i form af det i punkt 2.32 foreskrevne belastningstal

| 3.2.4.2. | dækkets nominelle hastighedsevne, angivet ved den i punkt 2.33 foreskrevne kode |
| --- | --- |

3.2.4.2.

dækkets nominelle hastighedsevne, angivet ved den i punkt 2.33 foreskrevne kode

| 3.2.5. | i givet fald, alternativ driftsbeskrivelse, det entydige punkt, bestående af: |
| --- | --- |

3.2.5.

i givet fald, alternativ driftsbeskrivelse, det entydige punkt, bestående af:

| 3.2.5.1. | dækkets nominelle belastningsevne i form af de(t) i punkt 2.32 foreskrevne belastningstal |
| --- | --- |

3.2.5.1.

dækkets nominelle belastningsevne i form af de(t) i punkt 2.32 foreskrevne belastningstal

| 3.2.5.2. | dækkets nominelle hastighedsevne, angivet ved den i punkt 2.33 foreskrevne kode |
| --- | --- |

3.2.5.2.

dækkets nominelle hastighedsevne, angivet ved den i punkt 2.33 foreskrevne kode

| 3.2.6. | såfremt dækket er konstrueret til brug uden indvendig slange, ordet »TUBELESS« |
| --- | --- |

3.2.6.

såfremt dækket er konstrueret til brug uden indvendig slange, ordet »TUBELESS«

| 3.2.7. | for vinterdæk, påskriften M+S eller MS eller M.S. eller M & S |
| --- | --- |

3.2.7.

for vinterdæk, påskriften M+S eller MS eller M.S. eller M & S

| 3.2.8. | regummieringsdatoen som følger: |
| --- | --- |

3.2.8.

regummieringsdatoen som følger:

| 3.2.8.1. | til og med 31. december 1999: enten som foreskrevet i punkt 3.2.8.2, eller angivet ved en gruppe på tre cifre, hvoraf de to første angiver ugenummeret, det tredje året i fabrikationstiåret. Datokoden kan dække en fabrikationsperiode fra den uge, som angives af ugenummeret, til og med ugenummeret plus tre. F.eks. angiver påskriften »253« et dæk, som er regummieret i uge 25, 26, 27 eller 28 i 1993
  Datokoden behøver kun være angivet på den ene dækside |
| --- | --- |

3.2.8.1.

til og med 31. december 1999: enten som foreskrevet i punkt 3.2.8.2, eller angivet ved en gruppe på tre cifre, hvoraf de to første angiver ugenummeret, det tredje året i fabrikationstiåret. Datokoden kan dække en fabrikationsperiode fra den uge, som angives af ugenummeret, til og med ugenummeret plus tre. F.eks. angiver påskriften »253« et dæk, som er regummieret i uge 25, 26, 27 eller 28 i 1993

Datokoden behøver kun være angivet på den ene dækside

| 3.2.8.2. | fra den 1. januar 2000: angivet ved en gruppe på fire cifre, hvoraf de to første angiver ugenummeret og de to efterfølgende fabrikationsåret. Datokoden kan dække en fabrikationsperiode fra den uge, som angives af ugenummeret, til og med ugenummeret plus tre. F.eks. angiver påskriften »2503« et dæk, som er regummieret i uge 25, 26, 27 eller 28 i 2003
  Datokoden behøver kun være angivet på den ene dækside |
| --- | --- |

3.2.8.2.

fra den 1. januar 2000: angivet ved en gruppe på fire cifre, hvoraf de to første angiver ugenummeret og de to efterfølgende fabrikationsåret. Datokoden kan dække en fabrikationsperiode fra den uge, som angives af ugenummeret, til og med ugenummeret plus tre. F.eks. angiver påskriften »2503« et dæk, som er regummieret i uge 25, 26, 27 eller 28 i 2003

Datokoden behøver kun være angivet på den ene dækside

| 3.2.9. | for dæk, hvori der kan opskæres nye riller, på hver dækside, symbolet »

  « i en cirkel med en diameter på mindst 20 mm, eller ordet »REGROOVABLE«, støbt i eller på overfladen |
| --- | --- |

3.2.9.

Image

| 3.2.10. | angivet ved »PSI-indekset« det dæktryk, som skal anvendes ved udholdenhedsprøve for belastning/hastighed som forklaret i bilag 7, tillæg 2
  Denne angivelse behøver kun være anbragt på den ene dækside |
| --- | --- |

3.2.10.

angivet ved »PSI-indekset« det dæktryk, som skal anvendes ved udholdenhedsprøve for belastning/hastighed som forklaret i bilag 7, tillæg 2

Denne angivelse behøver kun være anbragt på den ene dækside

| 3.2.11. | angivelsen »RETREAD« (regummieret) eller »REMOULD« (genstøbt) (fra den 1. januar 1999 må kun angivelsen »RETREAD« benyttes). På anmodning af regummieringsvirksomheden kan samme angivelse tilføjes på et andet sprog |
| --- | --- |

3.2.11.

angivelsen »RETREAD« (regummieret) eller »REMOULD« (genstøbt) (fra den 1. januar 1999 må kun angivelsen »RETREAD« benyttes). På anmodning af regummieringsvirksomheden kan samme angivelse tilføjes på et andet sprog

| 3.2.12. | angivelsen »ET« eller »ML« eller »MPT« for »specialdæk« (7) |
| --- | --- |

3.2.12.

angivelsen »ET« eller »ML« eller »MPT« for »specialdæk« (7)

| 3.3. | Før typegodkendelse skal dækkene have en tom plads, der er tilstrækkelig stor til at rumme det typegodkendelsesmærke, som er omhandlet i punkt 5.8 og gengivet i bilag 2 til dette regulativ. |
| --- | --- |

3.3.

Før typegodkendelse skal dækkene have en tom plads, der er tilstrækkelig stor til at rumme det typegodkendelsesmærke, som er omhandlet i punkt 5.8 og gengivet i bilag 2 til dette regulativ.

| 3.4. | Efter typegodkendelse skal de mærker, som er omhandlet i punkt 5.8 og gengivet i bilag 2 til dette regulativ, placeres på den tomme plads omhandlet i punkt 3.3. Disse mærker behøver kun være påført den ene dækside. |
| --- | --- |

3.4.

Efter typegodkendelse skal de mærker, som er omhandlet i punkt 5.8 og gengivet i bilag 2 til dette regulativ, placeres på den tomme plads omhandlet i punkt 3.3. Disse mærker behøver kun være påført den ene dækside.

| 3.5. | De i punkt 3.2 omhandlede mærkninger og det i punkt 3.4 og 5.8 foreskrevne typegodkendelsesmærke skal være let læselige og støbt på eller i dækket eller permanent angivet på dækket. |
| --- | --- |

3.5.

De i punkt 3.2 omhandlede mærkninger og det i punkt 3.4 og 5.8 foreskrevne typegodkendelsesmærke skal være let læselige og støbt på eller i dækket eller permanent angivet på dækket.

| 3.6. | Såfremt nogen af den oprindelige fabrikants påskrifter stadig er synlige efter regummiering, anses disse for regummieringsvirksomhedens forskrifter og finder anvendelse på det regummierede dæk. Finder de oprindelige påskrifter ikke længere anvendelse på det regummierede dæk, skal de fjernes fuldstændig. |
| --- | --- |

3.6.

Såfremt nogen af den oprindelige fabrikants påskrifter stadig er synlige efter regummiering, anses disse for regummieringsvirksomhedens forskrifter og finder anvendelse på det regummierede dæk. Finder de oprindelige påskrifter ikke længere anvendelse på det regummierede dæk, skal de fjernes fuldstændig.

| 3.7. | Det oprindelige godkendelsesmærke »E« eller »e« og godkendelsesnummeret samt eventuelle andre senere godkendelsesmærker og ‐numre fra regummieringsvirksomheden skal fjernes, hvis de ikke længere er gældende. |
| --- | --- |

3.7.

Det oprindelige godkendelsesmærke »E« eller »e« og godkendelsesnummeret samt eventuelle andre senere godkendelsesmærker og ‐numre fra regummieringsvirksomheden skal fjernes, hvis de ikke længere er gældende.

4.   ANSØGNING OM GODKENDELSE

Følgende procedurer finder anvendelse for godkendelse af regummieringsvirksomheder:

| 4.1. | Ansøgning om godkendelse af en regummieringsvirksomhed indgives enten af indehaveren af det fabriksmærke eller handelsnavn, som skal påføres dækket, eller af dennes befuldmægtigede repræsentant. I ansøgningen skal oplyses: |
| --- | --- |

4.1.

Ansøgning om godkendelse af en regummieringsvirksomhed indgives enten af indehaveren af det fabriksmærke eller handelsnavn, som skal påføres dækket, eller af dennes befuldmægtigede repræsentant. I ansøgningen skal oplyses:

| 4.1.1. | regummieringsvirksomhedens opbygning |
| --- | --- |

4.1.1.

regummieringsvirksomhedens opbygning

| 4.1.2. | kort beskrivelse af det kvalitetsstyringssystem, som sikrer effektiv kontrol af, at regummieringsprocedurerne opfylder dette regulativs forskrifter |
| --- | --- |

4.1.2.

kort beskrivelse af det kvalitetsstyringssystem, som sikrer effektiv kontrol af, at regummieringsprocedurerne opfylder dette regulativs forskrifter

| 4.1.3. | navn eller fabriksmærke, som påføres de regummierede dæk |
| --- | --- |

4.1.3.

navn eller fabriksmærke, som påføres de regummierede dæk

| 4.1.4. | nedenstående oplysninger vedrørende det sortiment af dæk, som skal regummieres: |
| --- | --- |

4.1.4.

nedenstående oplysninger vedrørende det sortiment af dæk, som skal regummieres:

| 4.1.4.1. | sortiment af dækstørrelser |
| --- | --- |

4.1.4.1.

sortiment af dækstørrelser

| 4.1.4.2. | dækkenes opbygning (diagonal, diagonalbælte eller radial) |
| --- | --- |

4.1.4.2.

dækkenes opbygning (diagonal, diagonalbælte eller radial)

| 4.1.4.3. | dækkenes anvendelsesart (normaldæk, vinterdæk osv.) |
| --- | --- |

4.1.4.3.

dækkenes anvendelsesart (normaldæk, vinterdæk osv.)

| 4.1.4.4. | det regummieringssystem og den belægningsmetode, som skal anvendes til de nye materialer, som angivet i punkt 2.37 og 2.41 |
| --- | --- |

4.1.4.4.

det regummieringssystem og den belægningsmetode, som skal anvendes til de nye materialer, som angivet i punkt 2.37 og 2.41

| 4.1.4.5. | maksimalhastighedskode for de dæk, som skal regummieres |
| --- | --- |

4.1.4.5.

maksimalhastighedskode for de dæk, som skal regummieres

| 4.1.4.6. | maksimalbelastningstal for de dæk, som skal regummieres |
| --- | --- |

4.1.4.6.

maksimalbelastningstal for de dæk, som skal regummieres

| 4.1.4.7. | den internationale dækstandard, som dæksortimentet angives at overholde. |
| --- | --- |

4.1.4.7.

den internationale dækstandard, som dæksortimentet angives at overholde.

5.   GODKENDELSE

| 5.1. | Regummieringsvirksomheden skal for at udføre regummiering være godkendt af de kompetente myndigheder efter dette regulativs forskrifter. De kompetente myndigheder træffer de nødvendige foranstaltninger som foreskrevet i dette regulativ til at sikre, at regummieringen i den pågældende produktionsvirksomhed finder sted i overensstemmelse med forskrifterne i dette regulativ. Regummieringsvirksomheden har det fulde ansvar for, at de regummierede dæk er i overensstemmelse med forskrifterne i dette regulativ og for, at deres ydeevne er tilstrækkelig til normal brug. |
| --- | --- |

5.1.

Regummieringsvirksomheden skal for at udføre regummiering være godkendt af de kompetente myndigheder efter dette regulativs forskrifter. De kompetente myndigheder træffer de nødvendige foranstaltninger som foreskrevet i dette regulativ til at sikre, at regummieringen i den pågældende produktionsvirksomhed finder sted i overensstemmelse med forskrifterne i dette regulativ. Regummieringsvirksomheden har det fulde ansvar for, at de regummierede dæk er i overensstemmelse med forskrifterne i dette regulativ og for, at deres ydeevne er tilstrækkelig til normal brug.

| 5.2. | Ud over overholdelse af sædvanlige krav vedrørende indledende vurdering af regummieringsvirksomheden skal den kompetente myndighed påse, at arbejdsgange, driftsbetingelser, anvisninger og specifikationer leveret af materialeleverandøren er udfærdiget på et sprog, som let forstås af regummieringsvirksomhedens ansatte. |
| --- | --- |

5.2.

Ud over overholdelse af sædvanlige krav vedrørende indledende vurdering af regummieringsvirksomheden skal den kompetente myndighed påse, at arbejdsgange, driftsbetingelser, anvisninger og specifikationer leveret af materialeleverandøren er udfærdiget på et sprog, som let forstås af regummieringsvirksomhedens ansatte.

| 5.3. | De kompetente myndigheder påser, at der i procedurer og driftshåndbøger for hver regummieringsvirksomhed er fastlagt grænser for, hvilke skader eller flænger i karkassen, som kan repareres med de anvendte materialer og arbejdsgange, uanset om skaden allerede findes eller opstår ved forberedelsen af dækket til regummiering. |
| --- | --- |

5.3.

De kompetente myndigheder påser, at der i procedurer og driftshåndbøger for hver regummieringsvirksomhed er fastlagt grænser for, hvilke skader eller flænger i karkassen, som kan repareres med de anvendte materialer og arbejdsgange, uanset om skaden allerede findes eller opstår ved forberedelsen af dækket til regummiering.

| 5.4. | Før godkendelse skal de kompetente myndigheder finde det godtgjort, at de regummierede dæk er i overensstemmelse med dette regulativ, og at de i punkt 6.5 og 6.6 foreskrevne prøvninger med tilfredsstillende resultat er gennemført på mindst 5 (men ikke nødvendigvis over 20) prøver af regummierede dæk, som er repræsentative for det dæksortiment, virksomheden producerer. |
| --- | --- |

5.4.

Før godkendelse skal de kompetente myndigheder finde det godtgjort, at de regummierede dæk er i overensstemmelse med dette regulativ, og at de i punkt 6.5 og 6.6 foreskrevne prøvninger med tilfredsstillende resultat er gennemført på mindst 5 (men ikke nødvendigvis over 20) prøver af regummierede dæk, som er repræsentative for det dæksortiment, virksomheden producerer.

| 5.5. | For hvert svigt, som konstateres ved prøven, skal yderligere to prøveeksemplarer af dækket med samme specifikationer afprøves.
  Såfremt det ene eller begge disse prøveeksemplarer udviser svigt, skal en endelig prøve på to eksemplarer afprøves.
  Såfremt den ene eller begge disse prøveeksemplarer udviser svigt, skal godkendelse af regummieringsvirksomheden nægtes. |
| --- | --- |

5.5.

For hvert svigt, som konstateres ved prøven, skal yderligere to prøveeksemplarer af dækket med samme specifikationer afprøves.

Såfremt det ene eller begge disse prøveeksemplarer udviser svigt, skal en endelig prøve på to eksemplarer afprøves.

Såfremt den ene eller begge disse prøveeksemplarer udviser svigt, skal godkendelse af regummieringsvirksomheden nægtes.

| 5.6. | Er alle forskrifter i dette regulativ opfyldt, meddeles godkendelse og tildeles et godkendelsesnummer for hver godkendt virksomhed. De to første cifre af dette nummer angiver den ændringsserie, som indeholder de seneste tekniske ændringer af regulativet på den dato, da godkendelsen udstedtes. Godkendelsesnummeret forsynes med den foranstillede angivelse »109R«, som angiver, at godkendelsen vedrører et dæk, som er regummieret i henhold til dette regulativs forskrifter.
  Samme myndighed kan ikke tildele samme nummer til en anden produktionsvirksomhed, som omfattes af dette regulativ. |
| --- | --- |

5.6.

Er alle forskrifter i dette regulativ opfyldt, meddeles godkendelse og tildeles et godkendelsesnummer for hver godkendt virksomhed. De to første cifre af dette nummer angiver den ændringsserie, som indeholder de seneste tekniske ændringer af regulativet på den dato, da godkendelsen udstedtes. Godkendelsesnummeret forsynes med den foranstillede angivelse »109R«, som angiver, at godkendelsen vedrører et dæk, som er regummieret i henhold til dette regulativs forskrifter.

Samme myndighed kan ikke tildele samme nummer til en anden produktionsvirksomhed, som omfattes af dette regulativ.

| 5.7. | Underretning om godkendelse, udvidelse, nægtelse eller inddragelse af en godkendelse, eller endeligt ophør af produktionen i henhold til dette regulativ, skal gives de kontraherende parter, der anvender dette regulativ ved brug af et oplysningsskema svarende til modellen i bilag 1. |
| --- | --- |

5.7.

Underretning om godkendelse, udvidelse, nægtelse eller inddragelse af en godkendelse, eller endeligt ophør af produktionen i henhold til dette regulativ, skal gives de kontraherende parter, der anvender dette regulativ ved brug af et oplysningsskema svarende til modellen i bilag 1.

| 5.8. | På regummierede dæk, som overholder dette regulativ, skal der på det i punkt 3.3 angivne sted ud over de i punkt 3.2 foreskrevne mærker påføres et internationalt godkendelsesmærke, bestående af: |
| --- | --- |

5.8.

På regummierede dæk, som overholder dette regulativ, skal der på det i punkt 3.3 angivne sted ud over de i punkt 3.2 foreskrevne mærker påføres et internationalt godkendelsesmærke, bestående af:

| 5.8.1. | en cirkel, som omslutter bogstavet »E«, efterfulgt af kendingsnummeret på den stat, som har udstedt godkendelsen (8); og |
| --- | --- |

5.8.1.

en cirkel, som omslutter bogstavet »E«, efterfulgt af kendingsnummeret på den stat, som har udstedt godkendelsen (8); og

| 5.8.2. | det i punkt 5.6 omhandlede godkendelsesnummer. |
| --- | --- |

5.8.2.

det i punkt 5.6 omhandlede godkendelsesnummer.

| 5.9. | I bilag 2 til dette regulativ er givet et eksempel på godkendelsesmærkets udformning. |
| --- | --- |

5.9.

I bilag 2 til dette regulativ er givet et eksempel på godkendelsesmærkets udformning.

6.   FORSKRIFTER

| 6.1. | Dæk må ikke modtages til første regummiering, medmindre de er typegodkendt og forsynet med påskriften »E« eller »e«; denne forskrift er dog ikke obligatorisk før senest den 1. januar 2000. |
| --- | --- |

6.1.

Dæk må ikke modtages til første regummiering, medmindre de er typegodkendt og forsynet med påskriften »E« eller »e«; denne forskrift er dog ikke obligatorisk før senest den 1. januar 2000.

| 6.2. | Betingelser, som skal være opfyldt inden regummiering: |
| --- | --- |

6.2.

Betingelser, som skal være opfyldt inden regummiering:

| 6.2.1. | Dæk skal være rene og tørre, før de inspiceres. |
| --- | --- |

6.2.1.

Dæk skal være rene og tørre, før de inspiceres.

| 6.2.2. | Før raspning skal hvert dæk undersøges omhyggeligt indvendigt og udvendigt for at sikre, at det er egnet til regummiering. |
| --- | --- |

6.2.2.

Før raspning skal hvert dæk undersøges omhyggeligt indvendigt og udvendigt for at sikre, at det er egnet til regummiering.

| 6.2.3. | Dæk med synlige skader som følge af overbelastning eller for lavt dæktryk må ikke regummieres. |
| --- | --- |

6.2.3.

Dæk med synlige skader som følge af overbelastning eller for lavt dæktryk må ikke regummieres.

| 6.2.4. | Dæk som frembyder nogen af nedenstående defekter, må ikke modtages til regummiering: |
| --- | --- |

6.2.4.

Dæk som frembyder nogen af nedenstående defekter, må ikke modtages til regummiering:

| 6.2.4.1. | defekter af generel art:






  a) | gummiet har revner, som når helt ind til karkassen og ikke kan repareres |
| --- | --- | --- |

6.2.4.1.

defekter af generel art:

a)

gummiet har revner, som når helt ind til karkassen og ikke kan repareres

| b) | adskilt karkasse (separation) |
| --- | --- |

b)

adskilt karkasse (separation)

| c) | væsentligt angreb af carbonhydrider eller kemikalier |
| --- | --- |

c)

væsentligt angreb af carbonhydrider eller kemikalier

| d) | brud på eller beskadigelse af vulstens kerne |
| --- | --- |

d)

brud på eller beskadigelse af vulstens kerne

| e) | tidligere reparation af skader uden for de foreskrevne skadegrænser — se punkt 5.3 |
| --- | --- |

e)

tidligere reparation af skader uden for de foreskrevne skadegrænser — se punkt 5.3

| 6.2.4.2. | forhold, som anses for at være uden for de foreskrevne skadegrænser — se punkt 5.3:






  a) | gennemtrængning eller beskadigelse af karkassen efter forberedelse til reparation |
| --- | --- | --- |

6.2.4.2.

forhold, som anses for at være uden for de foreskrevne skadegrænser — se punkt 5.3:

a)

gennemtrængning eller beskadigelse af karkassen efter forberedelse til reparation

| b) | flere skader for tæt på hinanden |
| --- | --- |

b)

flere skader for tæt på hinanden

| c) | væsentlig beskadigelse af inderliningen |
| --- | --- |

c)

væsentlig beskadigelse af inderliningen

| d) | beskadigelse af vulst |
| --- | --- |

d)

beskadigelse af vulst

| e) | blottelse af karkassens tråde |
| --- | --- |

e)

blottelse af karkassens tråde

| f) | løse tråde |
| --- | --- |

f)

løse tråde

| g) | bæltelagsseparation |
| --- | --- |

g)

bæltelagsseparation

| h) | permanent deformerede eller skæve stålkarkassetråde |
| --- | --- |

h)

permanent deformerede eller skæve stålkarkassetråde

| i) | perifere revner over vulsten |
| --- | --- |

i)

perifere revner over vulsten

| j) | tæret ståltråd eller kanttråd. |
| --- | --- |

j)

tæret ståltråd eller kanttråd.

| 6.3. | Forberedelse: |
| --- | --- |

6.3.

Forberedelse:

| 6.3.1. | Hvert dæk skal efter raspning og før påføring af nyt materiale igen undersøges grundigt i det mindste udvendigt for at sikre, at det fortsat er egnet til regummiering. |
| --- | --- |

6.3.1.

Hvert dæk skal efter raspning og før påføring af nyt materiale igen undersøges grundigt i det mindste udvendigt for at sikre, at det fortsat er egnet til regummiering.

| 6.3.2. | Hele den overflade, som skal påføres nyt materiale, skal være klargjort uden overophedning og må ikke have flænger forårsaget af raspningen eller være flosset. |
| --- | --- |

6.3.2.

Hele den overflade, som skal påføres nyt materiale, skal være klargjort uden overophedning og må ikke have flænger forårsaget af raspningen eller være flosset.

| 6.3.3. | Hvis der skal anvendes forvulkaniseret materiale, skal konturerne af det forberedte område overholde materialefabrikantens forskrifter. |
| --- | --- |

6.3.3.

Hvis der skal anvendes forvulkaniseret materiale, skal konturerne af det forberedte område overholde materialefabrikantens forskrifter.

| 6.3.4. | Skader opstået ved raspning må ikke overskride de angivne grænser for reparation, jf. punkt 5.3, og skal repareres. |
| --- | --- |

6.3.4.

Skader opstået ved raspning må ikke overskride de angivne grænser for reparation, jf. punkt 5.3, og skal repareres.

| 6.3.5. | Raspningsskader på et radialdæks bælte skal være begrænset til karkassens yderste lag i dækkets topområde. Det første lag, der bliver synligt, anses for et karkasselag, medmindre det med sikkerhed kan identificeres som et beskyttelseslag, i hvilket tilfælde lokal skade kan tillades. |
| --- | --- |

6.3.5.

Raspningsskader på et radialdæks bælte skal være begrænset til karkassens yderste lag i dækkets topområde. Det første lag, der bliver synligt, anses for et karkasselag, medmindre det med sikkerhed kan identificeres som et beskyttelseslag, i hvilket tilfælde lokal skade kan tillades.

| 6.3.6. | Lokal raspningsskade på et radialdæks bælte kan tillades. Ved større skader er hel eller delvis udskiftning af bæltet tilladt. Hvis dækket er monteret med beskyttelseslag, som med sikkerhed kan identificeres, er det tilladt at fjerne det, hvis det er beskadiget, og det behøver ikke udskiftes. |
| --- | --- |

6.3.6.

Lokal raspningsskade på et radialdæks bælte kan tillades. Ved større skader er hel eller delvis udskiftning af bæltet tilladt. Hvis dækket er monteret med beskyttelseslag, som med sikkerhed kan identificeres, er det tilladt at fjerne det, hvis det er beskadiget, og det behøver ikke udskiftes.

| 6.3.7. | Blottede ståldele skal hurtigst muligt behandles med et egnet middel som angivet af fabrikanten af det pågældende middel. |
| --- | --- |

6.3.7.

Blottede ståldele skal hurtigst muligt behandles med et egnet middel som angivet af fabrikanten af det pågældende middel.

| 6.4. | Regummiering: |
| --- | --- |

6.4.

Regummiering:

| 6.4.1. | Regummieringsvirksomheden sørger for, at fabrikanten eller leverandøren af reparationsmaterialet, herunder lapper, er ansvarlig for følgende:






  a) | at angive metoder til påføring og opbevaring. På anmodning af regummieringsvirksomheden skal sådanne oplysninger gives på det officielle sprog i den stat, hvor materialerne skal anvendes |
| --- | --- | --- |

6.4.1.

Regummieringsvirksomheden sørger for, at fabrikanten eller leverandøren af reparationsmaterialet, herunder lapper, er ansvarlig for følgende:

a)

at angive metoder til påføring og opbevaring. På anmodning af regummieringsvirksomheden skal sådanne oplysninger gives på det officielle sprog i den stat, hvor materialerne skal anvendes

| b) | at angive grænser for de beskadigelser, som regummieringsmaterialerne kan anvendes på. På anmodning af regummieringsvirksomheden skal sådanne oplysninger gives på det officielle sprog i den stat, hvor materialerne skal anvendes |
| --- | --- |

b)

at angive grænser for de beskadigelser, som regummieringsmaterialerne kan anvendes på. På anmodning af regummieringsvirksomheden skal sådanne oplysninger gives på det officielle sprog i den stat, hvor materialerne skal anvendes

| c) | at sikre, at forstærkede lapper til dæk er egnede til formålet, når de anvendes korrekt ved reparation af karkassen |
| --- | --- |

c)

at sikre, at forstærkede lapper til dæk er egnede til formålet, når de anvendes korrekt ved reparation af karkassen

| d) | at sikre, at lapperne kan bære det dobbelte af det maksimale dæktryk, som foreskrives af dækfabrikanten |
| --- | --- |

d)

at sikre, at lapperne kan bære det dobbelte af det maksimale dæktryk, som foreskrives af dækfabrikanten

| e) | at sikre, at eventuelt andet reparationsmateriale er egnet til den påtænkte anvendelse. |
| --- | --- |

e)

at sikre, at eventuelt andet reparationsmateriale er egnet til den påtænkte anvendelse.

| 6.4.2. | Regummieringsvirksomheden har ansvaret for, at regummieringsmaterialet anvendes korrekt, og at reparationen er uden fejl, som kan påvirke dækkets driftslevetid. |
| --- | --- |

6.4.2.

Regummieringsvirksomheden har ansvaret for, at regummieringsmaterialet anvendes korrekt, og at reparationen er uden fejl, som kan påvirke dækkets driftslevetid.

| 6.4.3. | På radialdæk kan området omkring en forstærket reparation af en dækside eller skulder bule lidt ud, når dækket monteres på fælgen og pumpes op til det anbefalede driftstryk. De fysiske egenskaber af de anvendte forstærkede reparationsmaterialer skal være sådan, at bulens højde begrænses til 4 mm. |
| --- | --- |

6.4.3.

På radialdæk kan området omkring en forstærket reparation af en dækside eller skulder bule lidt ud, når dækket monteres på fælgen og pumpes op til det anbefalede driftstryk. De fysiske egenskaber af de anvendte forstærkede reparationsmaterialer skal være sådan, at bulens højde begrænses til 4 mm.

| 6.4.4. | Regummieringsvirksomheden skal sikre, at fabrikanten eller leverandøren af det materiale, som anvendes til slidbane og dæksider, fastlægger betingelser for opbevaring og anvendelse af sådant materiale med henblik på at sikre dets kvalitet. På anmodning af regummieringsvirksomheden skal sådanne oplysninger gives på det officielle sprog i den stat, hvor materialerne skal anvendes. |
| --- | --- |

6.4.4.

Regummieringsvirksomheden skal sikre, at fabrikanten eller leverandøren af det materiale, som anvendes til slidbane og dæksider, fastlægger betingelser for opbevaring og anvendelse af sådant materiale med henblik på at sikre dets kvalitet. På anmodning af regummieringsvirksomheden skal sådanne oplysninger gives på det officielle sprog i den stat, hvor materialerne skal anvendes.

| 6.4.5. | Regummieringsvirksomheden skal sikre, at sammensætningen af reparationsmateriale og/eller ‐forbindelse er angivet i et dokument fra fabrikanten eller leverandøren. Materialeblandingen skal være egnet til den anvendelse, dækket er bestemt til. |
| --- | --- |

6.4.5.

Regummieringsvirksomheden skal sikre, at sammensætningen af reparationsmateriale og/eller ‐forbindelse er angivet i et dokument fra fabrikanten eller leverandøren. Materialeblandingen skal være egnet til den anvendelse, dækket er bestemt til.

| 6.4.6. | Det forarbejdede dæk skal vulkaniseres snarest muligt efter færdiggørelse af reparations- og renoveringsarbejdet og senest som foreskrevet af materialefabrikanten. |
| --- | --- |

6.4.6.

Det forarbejdede dæk skal vulkaniseres snarest muligt efter færdiggørelse af reparations- og renoveringsarbejdet og senest som foreskrevet af materialefabrikanten.

| 6.4.7. | Dækket skal vulkaniseres i et passende tidsrum og under passende temperatur og tryk som foreskrevet for de(t) anvendte materialer og udstyr. Formens dimensioner skal være tilpasset tykkelsen af det nye materiale og den raspede karkasses størrelse. |
| --- | --- |

6.4.7.

Dækket skal vulkaniseres i et passende tidsrum og under passende temperatur og tryk som foreskrevet for de(t) anvendte materialer og udstyr. Formens dimensioner skal være tilpasset tykkelsen af det nye materiale og den raspede karkasses størrelse.

| 6.4.8. | Det oprindelige materiales tykkelse efter raspning og det nye materiales gennemsnitstykkelse under slidbanemønsteret efter regummiering skal være som foreskrevet i punkt 6.4.8.1 og 6.4.8.2. |
| --- | --- |

6.4.8.

Det oprindelige materiales tykkelse efter raspning og det nye materiales gennemsnitstykkelse under slidbanemønsteret efter regummiering skal være som foreskrevet i punkt 6.4.8.1 og 6.4.8.2.

| 6.4.8.1. | For radialdæk (mm):
  3 ≤ (A+B) ≤ 13 ((3,0 mm min.; 13,0 mm maks.)
  A ≥ 2 ((2,0 mm min.)
  B ≥ 0 ((0,0 mm min.)










  P.D. | = | mønsterdybde |
| --- | --- | --- | --- |
| X | = | raspningslinje |
| A | = | det nye materiales gennemsnitstykkelse under mønsteret |
| B | = | det oprindelige materiales minimumstykkelse over bæltet efter raspning |

6.4.8.1.

For radialdæk (mm):

3 ≤ (A+B) ≤ 13 ((3,0 mm min.; 13,0 mm maks.)

A ≥ 2 ((2,0 mm min.)

B ≥ 0 ((0,0 mm min.)

Image

P.D.

=

mønsterdybde

X

=

raspningslinje

A

=

det nye materiales gennemsnitstykkelse under mønsteret

B

=

det oprindelige materiales minimumstykkelse over bæltet efter raspning

| 6.4.8.2. | For diagonaldæk (krydslagsdæk):
  Det oprindelige materiale skal over beskyttelseslaget have en tykkelse af ≥ 0,80 mm.
  Det nye materiale skal over den raspede karkasselinje have en tykkelse på ≥ 2,00 mm.
  Det originale og nye materiale skal under rillernes bund i slidbanemønsteret have en samlet tykkelse på ≥ 3,00 mm og ≤ 13,00 mm. |
| --- | --- |

6.4.8.2.

For diagonaldæk (krydslagsdæk):

Det oprindelige materiale skal over beskyttelseslaget have en tykkelse af ≥ 0,80 mm.

Det nye materiale skal over den raspede karkasselinje have en tykkelse på ≥ 2,00 mm.

Det originale og nye materiale skal under rillernes bund i slidbanemønsteret have en samlet tykkelse på ≥ 3,00 mm og ≤ 13,00 mm.

| 6.4.9. | Det regummierede dæks driftsbeskrivelse må ikke vise højere hastighedskode eller belastningstal end det oprindelige førstegangsdæks, medmindre det originale førstegangsdæks producent har fået tilladelse til, at den pågældende karkasse anvendes med den ændrede driftsbeskrivelse.
  Oplysninger om, at en original førstegangskarkasse er blevet opkategoriseret på denne måde, skal af den godkendende myndighed frit stilles til rådighed for alle regummieringsvirksomheder, og underretning herom skal gives de øvrige deltagere i overenskomsten af 1958 (se artikel 5 i overenskomsten om indførelse af ensartede tekniske forskrifter for hjulkøretøjer samt udstyr og dele, som kan monteres og/eller benyttes på hjulkøretøjer, samt vilkårene for gensidig anerkendelse af godkendelser, der er meddelt på grundlag af sådanne forskrifter — dokument E/ECE/324-E/ECE/TRANS/505/Rev.2).
  Til videregivelse af sådanne oplysninger skal anvendes den standardformular, som er gengivet i bilag 1 til regulativ nr. 54. |
| --- | --- |

6.4.9.

Det regummierede dæks driftsbeskrivelse må ikke vise højere hastighedskode eller belastningstal end det oprindelige førstegangsdæks, medmindre det originale førstegangsdæks producent har fået tilladelse til, at den pågældende karkasse anvendes med den ændrede driftsbeskrivelse.

Oplysninger om, at en original førstegangskarkasse er blevet opkategoriseret på denne måde, skal af den godkendende myndighed frit stilles til rådighed for alle regummieringsvirksomheder, og underretning herom skal gives de øvrige deltagere i overenskomsten af 1958 (se artikel 5 i overenskomsten om indførelse af ensartede tekniske forskrifter for hjulkøretøjer samt udstyr og dele, som kan monteres og/eller benyttes på hjulkøretøjer, samt vilkårene for gensidig anerkendelse af godkendelser, der er meddelt på grundlag af sådanne forskrifter — dokument E/ECE/324-E/ECE/TRANS/505/Rev.2).

Til videregivelse af sådanne oplysninger skal anvendes den standardformular, som er gengivet i bilag 1 til regulativ nr. 54.

| 6.4.10. | Opkategorisering af driftsbeskrivelsen som omhandlet i punkt 6.4.9 er kun tilladt ved første regummiering af et originalt førstegangsdæk.
  Dæk, som tidligere er blevet regummieret, må hverken forsynes med højere hastighedssymbol eller belastningstal end det, der er angivet på den brugte karkasse. |
| --- | --- |

6.4.10.

Opkategorisering af driftsbeskrivelsen som omhandlet i punkt 6.4.9 er kun tilladt ved første regummiering af et originalt førstegangsdæk.

Dæk, som tidligere er blevet regummieret, må hverken forsynes med højere hastighedssymbol eller belastningstal end det, der er angivet på den brugte karkasse.

| 6.5. | Inspektion: |
| --- | --- |

6.5.

Inspektion:

| 6.5.1. | Efter vulkanisering, og medens dækket stadig er varmt, skal hvert regummieret dæk efterses for åbenbare fejl. Under eller efter regummieringen skal dækket oppumpes til et tryk på mindst 1,5 bar med henblik på undersøgelse. Er der synlige defekter i dækkets profil (f.eks. buler, fordybninger osv.), skal det undersøges specielt med henblik på at fastlægge årsagen til fejlen. |
| --- | --- |

6.5.1.

Efter vulkanisering, og medens dækket stadig er varmt, skal hvert regummieret dæk efterses for åbenbare fejl. Under eller efter regummieringen skal dækket oppumpes til et tryk på mindst 1,5 bar med henblik på undersøgelse. Er der synlige defekter i dækkets profil (f.eks. buler, fordybninger osv.), skal det undersøges specielt med henblik på at fastlægge årsagen til fejlen.

| 6.5.2. | Dækket skal før, under eller efter regummiering undersøges mindst én gang for at sikre, at dets opbygning er intakt, ved hjælp af en passende undersøgelsesmetode. |
| --- | --- |

6.5.2.

Dækket skal før, under eller efter regummiering undersøges mindst én gang for at sikre, at dets opbygning er intakt, ved hjælp af en passende undersøgelsesmetode.

| 6.5.3. | Med henblik på kvalitetskontrol skal et vist antal regummierede dæk underkastes destruktiv og/eller ikke-destruktiv prøvning eller undersøgelse. Det antal dæk, der kontrolleres, samt resultatet heraf skal registreres. |
| --- | --- |

6.5.3.

Med henblik på kvalitetskontrol skal et vist antal regummierede dæk underkastes destruktiv og/eller ikke-destruktiv prøvning eller undersøgelse. Det antal dæk, der kontrolleres, samt resultatet heraf skal registreres.

| 6.5.4. | Efter regummiering skal dækkets dimensioner, målt i henhold til bilag 6, være i overensstemmelse enten med de mål, der fremgår af metoderne i punkt 7, eller med målene angivet i bilag 5. Bemærk, at den største udvendige diameter af et regummieret dæk kan være indtil 1,5 % større end den største ydre diameter af et originalt nyt dæk, som er godkendt efter regulativ nr. 54. |
| --- | --- |

6.5.4.

Efter regummiering skal dækkets dimensioner, målt i henhold til bilag 6, være i overensstemmelse enten med de mål, der fremgår af metoderne i punkt 7, eller med målene angivet i bilag 5. Bemærk, at den største udvendige diameter af et regummieret dæk kan være indtil 1,5 % større end den største ydre diameter af et originalt nyt dæk, som er godkendt efter regulativ nr. 54.

| 6.6. | Præstationsprøve: |
| --- | --- |

6.6.

Præstationsprøve:

| 6.6.1. | Dæk, som er regummieret i overensstemmelse med dette regulativs forskrifter, skal kunne bestå den i bilag 7 foreskrevne udholdenhedsprøve for belastning/hastighed. |
| --- | --- |

6.6.1.

Dæk, som er regummieret i overensstemmelse med dette regulativs forskrifter, skal kunne bestå den i bilag 7 foreskrevne udholdenhedsprøve for belastning/hastighed.

| 6.6.2. | Såfremt et dæk efter at have gennemgået udholdenhedsprøven for belastning/hastighed ikke udviser slidbaneseparation, lagseparation, trådseparation, løsrivning eller knækkede tråde, anses dækket for at have bestået prøven. |
| --- | --- |

6.6.2.

Såfremt et dæk efter at have gennemgået udholdenhedsprøven for belastning/hastighed ikke udviser slidbaneseparation, lagseparation, trådseparation, løsrivning eller knækkede tråde, anses dækket for at have bestået prøven.

| 6.6.3. | Dækkets udvendige diameter, målt seks timer efter udholdenhedsprøven for belastning/hastighed, må højst afvige ± 3,5 % fra den udvendige diameter, som er målt før prøvningen. |
| --- | --- |

6.6.3.

Dækkets udvendige diameter, målt seks timer efter udholdenhedsprøven for belastning/hastighed, må højst afvige ± 3,5 % fra den udvendige diameter, som er målt før prøvningen.

7.   SPECIFIKATIONER

| 7.1. | Dæk, som er regummieret i henhold til dette regulativ, skal have følgende mål: |
| --- | --- |

7.1.

Dæk, som er regummieret i henhold til dette regulativ, skal have følgende mål:

| 7.1.1. | Dækbredde: |
| --- | --- |

7.1.1.

Dækbredde:

| 7.1.1.1. | Dækbredden beregnes efter følgende formel:
  S = S1 + K (A - A1)
  hvor:






  S: | er dækkets faktiske bredde, angivet i mm, målt på prøvefælgen |
| --- | --- | --- |
| S1: | er »konstruktivt bestemt dækbredde«, henført til den målefælg, som beskrives i den internationale dækstandard, som af regummieringsvirksomheden angives for den pågældende dækstørrelse |
| A: | er prøvefælgens bredde i mm |
| A1: | er målefælgens bredde i mm i henhold til den internationale dækstandard, som af regummieringsvirksomheden angives for den pågældende dækstørrelse |
| K: | er en faktor, som sættes til 0,4. |

7.1.1.1.

Dækbredden beregnes efter følgende formel:

S = S1 + K (A - A1)

hvor:

S:

er dækkets faktiske bredde, angivet i mm, målt på prøvefælgen

S1:

er »konstruktivt bestemt dækbredde«, henført til den målefælg, som beskrives i den internationale dækstandard, som af regummieringsvirksomheden angives for den pågældende dækstørrelse

A:

er prøvefælgens bredde i mm

A1:

er målefælgens bredde i mm i henhold til den internationale dækstandard, som af regummieringsvirksomheden angives for den pågældende dækstørrelse

K:

er en faktor, som sættes til 0,4.

| 7.1.2. | Udvendig diameter: |
| --- | --- |

7.1.2.

Udvendig diameter:

| 7.1.2.1. | Den teoretiske udvendige diameter af et regummieret dæk beregnes af følgende udtryk:
  D = d + 2H
  hvor:






  D: | er den teoretiske udvendige diameter, i mm |
| --- | --- | --- |
| d: | er den i punkt 2.21.3 definerede talværdi, i mm |
| H: | er den nominelle dækhøjde i mm, som er lig Sn gange 0,01 Ra |

7.1.2.1.

Den teoretiske udvendige diameter af et regummieret dæk beregnes af følgende udtryk:

D = d + 2H

hvor:

D:

er den teoretiske udvendige diameter, i mm

d:

er den i punkt 2.21.3 definerede talværdi, i mm

H:

er den nominelle dækhøjde i mm, som er lig Sn gange 0,01 Ra

hvor:

| Sn: | er den nominelle dækbredde i mm |
| --- | --- |
| Ra: | er det nominelle højde/breddeforhold. |

Sn:

er den nominelle dækbredde i mm

Ra:

er det nominelle højde/breddeforhold.

Alle ovenstående symboler er som angivet i dækdimensionsbetegnelsen, der er påført dæksiden i overensstemmelse med forskrifterne i punkt 3.2.2 og definitionen i punkt 2.21.

| 7.1.2.2. | For dæk, hvis dimensionsbetegnelse er angivet i første kolonne af tabellerne i bilag 5 til ECE-regulativ nr. 54, er den udvendige diameter dog som angivet i disse tabeller. |
| --- | --- |

7.1.2.2.

For dæk, hvis dimensionsbetegnelse er angivet i første kolonne af tabellerne i bilag 5 til ECE-regulativ nr. 54, er den udvendige diameter dog som angivet i disse tabeller.

| 7.1.3. | Metode til måling af regummierede dæk: |
| --- | --- |

7.1.3.

Metode til måling af regummierede dæk:

| 7.1.3.1. | Til måling af regummierede dæk skal anvendes metoderne i bilag 6. |
| --- | --- |

7.1.3.1.

Til måling af regummierede dæk skal anvendes metoderne i bilag 6.

| 7.1.4. | Forskrifter for dækbredde: |
| --- | --- |

7.1.4.

Forskrifter for dækbredde:

| 7.1.4.1. | Den faktiske totalbredde kan være mindre end de(n) bredde(r), som er fastlagt i punkt 7.1. |
| --- | --- |

7.1.4.1.

Den faktiske totalbredde kan være mindre end de(n) bredde(r), som er fastlagt i punkt 7.1.

| 7.1.4.2. | Den faktiske totalbredde kan endvidere overstige de(n) bredde(r), som er fastlagt i punkt 7.1: | med 4 % for radialdæk, og |
| --- | --- | --- |

7.1.4.2.

Den faktiske totalbredde kan endvidere overstige de(n) bredde(r), som er fastlagt i punkt 7.1:

med 4 % for radialdæk, og

| | med 8 % for diagonaldæk (krydslagsdæk) og diagonalbæltedæk. |
| --- | --- |

med 8 % for diagonaldæk (krydslagsdæk) og diagonalbæltedæk.

For dæk, som har en dækbredde over 305 mm og er bestemt til montering på tvillinghjul, må de(n) nominelle værdi(er) dog højst overskrides med:

| | 2 % for radialdæk, og |
| --- | --- |

2 % for radialdæk, og

| | 4 % for diagonaldæk (krydslagsdæk) og diagonalbæltedæk. |
| --- | --- |

4 % for diagonaldæk (krydslagsdæk) og diagonalbæltedæk.

| 7.1.5. | Forskrifter for dækkets udvendige diameter: |
| --- | --- |

7.1.5.

Forskrifter for dækkets udvendige diameter:

| 7.1.5.1. | Den faktiske diameter af et regummieret dæk må ikke ligge uden for de Dmin- og Dmax-værdier, som fremgår af følgende formler:
  Dmin = d + (2H x a)
  Dmax = 1,015 × [d + (2H × b)]
  hvor: |
| --- | --- |

7.1.5.1.

Den faktiske diameter af et regummieret dæk må ikke ligge uden for de Dmin- og Dmax-værdier, som fremgår af følgende formler:

Dmin = d + (2H x a)

Dmax = 1,015 × [d + (2H × b)]

hvor:

| 7.1.5.1.1. | for de dimensioner, som ikke er angivet i tabellerne i bilag 5, er »H« og »d« som angivet i punkt 7.1.2.1 |
| --- | --- |

7.1.5.1.1.

for de dimensioner, som ikke er angivet i tabellerne i bilag 5, er »H« og »d« som angivet i punkt 7.1.2.1

| 7.1.5.1.2. | for de i punkt 7.1.2.2 ovenfor anførte dimensioner er:
  H = 0,5 (D - d)
  hvor »D« er fælgens udvendige diameter og »d« fælgens nominelle diameter, angivet i ovennævnte tabeller for den pågældende dækstørrelse |
| --- | --- |

7.1.5.1.2.

for de i punkt 7.1.2.2 ovenfor anførte dimensioner er:

H = 0,5 (D - d)

hvor »D« er fælgens udvendige diameter og »d« fælgens nominelle diameter, angivet i ovennævnte tabeller for den pågældende dækstørrelse

| 7.1.5.1.3. | faktoren »a« = 0,97 |
| --- | --- |

7.1.5.1.3.

faktoren »a« = 0,97

| 7.1.5.1.4. | faktoren »b«: | Radialdæk | Diagonal- (krydslags-) og diagonalbæltedæk |
| --- | --- | --- | --- |
| dæk til normal anvendelse | 1,04 | 1,07 |
| dæk til specialanvendelse | 1,06 | 1,09 |

7.1.5.1.4.

faktoren »b«:

Radialdæk

Diagonal- (krydslags-) og diagonalbæltedæk

dæk til normal anvendelse

1,04

1,07

dæk til specialanvendelse

1,06

1,09

| 7.1.5.2. | For vinterdæk kan den maksimale udvendige diameter (Dmax), som er beregnet i punkt 7.1.5.1, overskrides med indtil 1 %. |
| --- | --- |

7.1.5.2.

For vinterdæk kan den maksimale udvendige diameter (Dmax), som er beregnet i punkt 7.1.5.1, overskrides med indtil 1 %.

8.   ÆNDRINGER AF GODKENDELSEN

| 8.1. | Enhver ændring, som vedrører en regummieringsvirksomhed og berører nogen af de oplysninger, som den pågældende virksomhed har indleveret i ansøgningen om godkendelse, jf. punkt 4, skal anmeldes til den kompetente myndighed, som har godkendt virksomheden. Denne myndighed kan da: |
| --- | --- |

8.1.

Enhver ændring, som vedrører en regummieringsvirksomhed og berører nogen af de oplysninger, som den pågældende virksomhed har indleveret i ansøgningen om godkendelse, jf. punkt 4, skal anmeldes til den kompetente myndighed, som har godkendt virksomheden. Denne myndighed kan da:

| 8.1.1. | enten skønne, at de foretagne ændringer næppe vil få mærkbar negativ virkning, og at regummieringsvirksomheden under alle omstændigheder stadig opfylder kravene, eller |
| --- | --- |

8.1.1.

enten skønne, at de foretagne ændringer næppe vil få mærkbar negativ virkning, og at regummieringsvirksomheden under alle omstændigheder stadig opfylder kravene, eller

| 8.1.2. | kræve en supplerende undersøgelse. |
| --- | --- |

8.1.2.

kræve en supplerende undersøgelse.

| 8.2. | Underretning om godkendelse eller nægtelse af godkendelse, med angivelse af ændringerne, skal gives de kontraherende parter, der anvender dette regulativ, efter proceduren i punkt 5.7. |
| --- | --- |

8.2.

Underretning om godkendelse eller nægtelse af godkendelse, med angivelse af ændringerne, skal gives de kontraherende parter, der anvender dette regulativ, efter proceduren i punkt 5.7.

9.   PRODUKTIONENS OVERENSSTEMMELSE

Procedurerne til sikring af produktionens overensstemmelse skal opfylde bestemmelserne i overenskomstens tillæg 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), idet følgende forskrifter finder anvendelse:

| 9.1. | Regummieringsvirksomheder, som er godkendt i henhold til dette regulativ, skal opfylde forskrifterne i punkt 6. |
| --- | --- |

9.1.

Regummieringsvirksomheder, som er godkendt i henhold til dette regulativ, skal opfylde forskrifterne i punkt 6.

| 9.2. | Indehaveren af godkendelsen skal sikre, at der, fordelt over hele året, udtages stikprøver af hvert års produktion, og at mindst følgende antal dæk, som er repræsentative for det producerede sortiment, undersøges og kontrolleres efter forskrifterne i dette regulativ: |
| --- | --- |

9.2.

Indehaveren af godkendelsen skal sikre, at der, fordelt over hele året, udtages stikprøver af hvert års produktion, og at mindst følgende antal dæk, som er repræsentative for det producerede sortiment, undersøges og kontrolleres efter forskrifterne i dette regulativ:

| 9.2.1. | 0,01 % af den samlede årlige produktion, dog i intet tilfælde færre end to og ikke nødvendigvis over ti. |
| --- | --- |

9.2.1.

0,01 % af den samlede årlige produktion, dog i intet tilfælde færre end to og ikke nødvendigvis over ti.

| 9.3. | Såfremt den i punkt 9.2 foreskrevne kontrol gennemføres af den kompetente myndighed eller under dennes opsyn, kan resultaterne helt eller delvis indgå i eller erstatte dem, som foreskrives i punkt 9.4. |
| --- | --- |

9.3.

Såfremt den i punkt 9.2 foreskrevne kontrol gennemføres af den kompetente myndighed eller under dennes opsyn, kan resultaterne helt eller delvis indgå i eller erstatte dem, som foreskrives i punkt 9.4.

| 9.4. | Den myndighed, der har meddelt godkendelsen af regummieringsvirksomheden, kan når som helst efterprøve de metoder, der anvendes til overensstemmelseskontrol på hvert produktionsanlæg. For hvert produktionsanlæg skal den kompetente myndighed udtage stikprøver af hvert års produktion, og mindst følgende antal dæk, som er repræsentative for det producerede sortiment, skal undersøges og kontrolleres efter forskrifterne i dette regulativ: |
| --- | --- |

9.4.

Den myndighed, der har meddelt godkendelsen af regummieringsvirksomheden, kan når som helst efterprøve de metoder, der anvendes til overensstemmelseskontrol på hvert produktionsanlæg. For hvert produktionsanlæg skal den kompetente myndighed udtage stikprøver af hvert års produktion, og mindst følgende antal dæk, som er repræsentative for det producerede sortiment, skal undersøges og kontrolleres efter forskrifterne i dette regulativ:

| 9.4.1. | 0,01 % af den samlede årlige produktion, dog i intet tilfælde færre end to og ikke nødvendigvis over ti. |
| --- | --- |

9.4.1.

0,01 % af den samlede årlige produktion, dog i intet tilfælde færre end to og ikke nødvendigvis over ti.

| 9.5. | De i punkt 9.4 omhandlede prøvninger og kontroller kan erstatte dem, der foreskrives i punkt 9.2. |
| --- | --- |

9.5.

De i punkt 9.4 omhandlede prøvninger og kontroller kan erstatte dem, der foreskrives i punkt 9.2.

10.   SANKTIONER VED MANGLENDE OVERENSSTEMMELSE AF PRODUKTIONEN

| 10.1. | Den godkendelse, som er meddelt regummieringsvirksomheden i henhold til dette regulativ, kan inddrages, hvis forskrifterne i punkt 9 ikke er opfyldt, eller hvis regummieringsvirksomheden eller dens produktion ikke har opfyldt forskrifterne i samme punkt. |
| --- | --- |

10.1.

Den godkendelse, som er meddelt regummieringsvirksomheden i henhold til dette regulativ, kan inddrages, hvis forskrifterne i punkt 9 ikke er opfyldt, eller hvis regummieringsvirksomheden eller dens produktion ikke har opfyldt forskrifterne i samme punkt.

| 10.2. | Hvis en kontraherende part, der anvender dette regulativ, inddrager en godkendelse, som han tidligere har udstedt, skal han straks underrette de øvrige parter i overenskomsten af 1958, som anvender dette regulativ, herom gennem en kopi af oplysningsskemaet svarende til modellen i bilag 1. |
| --- | --- |

10.2.

Hvis en kontraherende part, der anvender dette regulativ, inddrager en godkendelse, som han tidligere har udstedt, skal han straks underrette de øvrige parter i overenskomsten af 1958, som anvender dette regulativ, herom gennem en kopi af oplysningsskemaet svarende til modellen i bilag 1.

11.   ENDELIGT OPHØR AF PRODUKTIONEN

Den myndighed, som har godkendt regummieringsvirksomheden, skal underrettes, hvis virksomhedens drift og fabrikationen af regummierede dæk i henhold til dette regulativ indstilles. Ved modtagelse af denne underretning skal myndigheden underrette de øvrige parter i overenskomsten af 1958, som anvender dette regulativ, herom ved brug af et oplysningsskema svarende til modellen i bilag 1.

12.   NAVN OG ADRESSE PÅ DE TEKNISKE TJENESTER, SOM FORESTÅR GODKENDELSESPRØVNINGEN, PÅ PRØVEANSTALTER OG PÅ ADMINISTRATIVE TJENESTER

| 12.1. | Parterne i overenskomsten af 1958, som anvender dette regulativ, meddeler FN's sekretariat navn og adresse på de tekniske tjenester, som er ansvarlige for udførelse af godkendelsesprøverne, og på eventuelle godkendte prøveanstalter, samt på de administrative myndigheder, som meddeler godkendelse, og til hvem der skal fremsendes oplysningsskema vedrørende afgørelser om nægtelse eller inddragelse af godkendelser eller om endeligt ophør af produktionen, som er udstedt i andre stater. |
| --- | --- |

12.1.

Parterne i overenskomsten af 1958, som anvender dette regulativ, meddeler FN's sekretariat navn og adresse på de tekniske tjenester, som er ansvarlige for udførelse af godkendelsesprøverne, og på eventuelle godkendte prøveanstalter, samt på de administrative myndigheder, som meddeler godkendelse, og til hvem der skal fremsendes oplysningsskema vedrørende afgørelser om nægtelse eller inddragelse af godkendelser eller om endeligt ophør af produktionen, som er udstedt i andre stater.

| 12.2. | Parterne i overenskomsten af 1958, som anvender dette regulativ, kan anvende laboratorierne hos dækfabrikanter eller regummieringsvirksomheder og blandt disse som godkendte prøveanstalter udpege dem, som er beliggende på deres eget område eller på en af de andre 1958-overenskomstparters område, såfremt forudgående aftale herom er truffet med de kompetente administrative myndigheder hos den pågældende part. |
| --- | --- |

12.2.

Parterne i overenskomsten af 1958, som anvender dette regulativ, kan anvende laboratorierne hos dækfabrikanter eller regummieringsvirksomheder og blandt disse som godkendte prøveanstalter udpege dem, som er beliggende på deres eget område eller på en af de andre 1958-overenskomstparters område, såfremt forudgående aftale herom er truffet med de kompetente administrative myndigheder hos den pågældende part.

| 12.3. | I tilfælde, hvor en part i overenskomsten af 1958 gør brug af punkt 12.2, kan den, hvis den ønsker det, være repræsenteret ved prøvningerne. |
| --- | --- |

12.3.

I tilfælde, hvor en part i overenskomsten af 1958 gør brug af punkt 12.2, kan den, hvis den ønsker det, være repræsenteret ved prøvningerne.

BILAG 1

OPLYSNINGSSKEMA

(største format: A4 (210 × 297 mm))

Image

BILAG 2

GODKENDELSESMÆRKETS UDFORMNING

Image

Ovenstående godkendelsesmærke, som er påført et regummieret dæk, angiver, at den pågældende regummieringsvirksomhed er godkendt i Nederlandene (E4) under nr. 109R002439 i henhold til bestemmelserne i dette regulativ i dettes oprindelige udformning (00).

Typegodkendelsesnummeret skal placeres tæt på cirklen og enten over, under, til venstre eller til højre for bogstavet »E«. Alle nummerets cifre skal stå på samme side af bogstavet »E« og vende samme vej. Brug af romertal i godkendelsesnumre bør undgås for at udelukke forveksling med andre symboler.

BILAG 3

UDFORMNING AF DET REGUMMIEREDE DÆKS MÆRKNING

Image

| | MÆRKNINGENS MINDSTE HØJDE (mm) |
| --- | --- |
| | Dæk med fælgdiameter
  ≤ kode 20 eller
  ≤ 508 mm
  eller med dækbredde
  ≤ 235 mm eller ≤ 9" | Dæk med fælgdiameter
  > kode 20 eller
  > 508 mm
  eller med dækbredde
  > 235 mm eller > 9" |
| b | 6 | 9 |
| c | 4 |
| d | 6 |

MÆRKNINGENS MINDSTE HØJDE (mm)

Dæk med fælgdiameter

≤ kode 20 eller

≤ 508 mm

eller med dækbredde

≤ 235 mm eller ≤ 9"

Dæk med fælgdiameter

> kode 20 eller

> 508 mm

eller med dækbredde

> 235 mm eller > 9"

b

6

9

c

4

d

6

Ovenstående eksempel definerer et regummieret dæk:

med nominel dækbredde 295

med nominelt højde/breddeforhold 80

med radial opbygning (R)

med nominel fælgdiameter 572 mm, svarende til kode 22.5

med en belastningsevne på hhv. 3 550 kg (monteret som enkelthjul) og 3 150 kg (som tvillinghjul), svarende til belastningstallene hhv. 152 og 148, som er opført i bilag 4

af hastighedskategori K (referencehastighed 110 km/h)

som kan anvendes ved det entydige punkt: hastighedskategori L (referencehastighed 120 km/h) og belastningsevne hhv. 3 350 kg (enkeltmonteret) og 3 000 kg (tvillingmonteret), svarende til belastningstal hhv. 150 og 146, som er opført i bilag 4 til dette regulativ

bestemt til anvendelse uden slange (TUBELESS) og er et vinterdæk (M+S)

som er regummieret i uge 25, 26, 27 eller 28 i 2003, og

som skal oppumpes til 620 kPa med henblik på udholdenhedsprøvning for belastning/hastighed, svarende til PSI-symbolet 90.

Anbringelse og rækkefølge af dækkets påskrifter skal være følgende:

| a) | dimensionsbetegnelse bestående af nominel dækbredde, nominelt højde/breddeforhold, eventuelt symbol for opbygningstype samt nominel fælgdiameter skal opstilles som vist i ovenstående eksempel dvs. 295/80 R 22,5 |
| --- | --- |

a)

dimensionsbetegnelse bestående af nominel dækbredde, nominelt højde/breddeforhold, eventuelt symbol for opbygningstype samt nominel fælgdiameter skal opstilles som vist i ovenstående eksempel dvs. 295/80 R 22,5

| b) | driftsbeskrivelsen, som omfatter belastningstal og hastighedskategori, anbringes i nærheden af dækdimensionsbetegnelsen, enten før, efter, over eller under denne |
| --- | --- |

b)

driftsbeskrivelsen, som omfatter belastningstal og hastighedskategori, anbringes i nærheden af dækdimensionsbetegnelsen, enten før, efter, over eller under denne

| c) | betegnelserne »TUBELESS« og »M+S« kan stå et stykke fra dækdimensionsbetegnelsen |
| --- | --- |

c)

betegnelserne »TUBELESS« og »M+S« kan stå et stykke fra dækdimensionsbetegnelsen

| d) | angivelsen »RETREAD« kan stå et stykke fra dækdimensionsbetegnelsen |
| --- | --- |

d)

angivelsen »RETREAD« kan stå et stykke fra dækdimensionsbetegnelsen

| e) | hvis regulativets punkt 3.2.5 anvendes, skal den supplerende driftsbeskrivelse (det entydige punkt), som omfatter belastningstal og hastighedskode, være angivet i en cirkel tæt på den nominelle driftsbeskrivelse, som er påført dæksiden. |
| --- | --- |

e)

hvis regulativets punkt 3.2.5 anvendes, skal den supplerende driftsbeskrivelse (det entydige punkt), som omfatter belastningstal og hastighedskode, være angivet i en cirkel tæt på den nominelle driftsbeskrivelse, som er påført dæksiden.

BILAG 4

FORTEGNELSE OVER BELASTNINGSTAL OG TILSVARENDE BELASTNINGSEVNE

| Belastningstal (LI) og tilsvarende belastningsevne (i kg) |
| --- |
| LI | kg | LI | kg | LI | kg | LI | kg | LI | kg | LI | kg | LI | kg |
| 0 | 45 | 40 | 140 | 80 | 450 | 120 | 1 400 | 160 | 4 500 | 200 | 14 000 | 240 | 45 000 |
| 1 | 46,2 | 41 | 145 | 81 | 462 | 121 | 1 450 | 161 | 4 625 | 201 | 14 500 | 241 | 46 250 |
| 2 | 47,5 | 42 | 150 | 82 | 475 | 122 | 1 500 | 162 | 4 750 | 202 | 15 000 | 242 | 47 500 |
| 3 | 48,7 | 43 | 155 | 83 | 487 | 123 | 1 550 | 163 | 4 875 | 203 | 15 500 | 243 | 48 750 |
| 4 | 50 | 44 | 160 | 84 | 500 | 124 | 1 600 | 164 | 5 000 | 204 | 16 000 | 244 | 50 000 |
| 5 | 51,5 | 45 | 165 | 85 | 515 | 125 | 1 650 | 165 | 5 150 | 205 | 16 500 | 245 | 51 500 |
| 6 | 53 | 46 | 170 | 86 | 530 | 126 | 1 700 | 166 | 5 300 | 206 | 17 000 | 246 | 53 000 |
| 7 | 54,5 | 47 | 175 | 87 | 545 | 127 | 1 750 | 167 | 5 450 | 207 | 17 500 | 247 | 54 500 |
| 8 | 56 | 48 | 180 | 88 | 560 | 128 | 1 800 | 168 | 5 600 | 208 | 18 000 | 248 | 56 000 |
| 9 | 58 | 49 | 185 | 89 | 580 | 129 | 1 850 | 169 | 5 800 | 209 | 18 500 | 249 | 58 000 |
| 10 | 60 | 50 | 190 | 90 | 600 | 130 | 1 900 | 170 | 6 000 | 210 | 19 000 | 250 | 60 000 |
| 11 | 61,5 | 51 | 195 | 91 | 615 | 131 | 1 950 | 171 | 6 150 | 211 | 19 500 | 251 | 61 500 |
| 12 | 63 | 52 | 200 | 92 | 630 | 132 | 2 000 | 172 | 6 300 | 212 | 20 000 | 252 | 63 000 |
| 13 | 65 | 53 | 206 | 93 | 650 | 133 | 2 060 | 173 | 6 500 | 213 | 20 600 | 253 | 65 000 |
| 14 | 67 | 54 | 212 | 94 | 670 | 134 | 2 120 | 174 | 6 700 | 214 | 21 200 | 254 | 67 000 |
| 15 | 69 | 55 | 218 | 95 | 690 | 135 | 2 180 | 175 | 6 900 | 215 | 21 800 | 255 | 69 000 |
| 16 | 71 | 56 | 224 | 96 | 710 | 136 | 2 240 | 176 | 7 100 | 216 | 22 400 | 256 | 71 000 |
| 17 | 73 | 57 | 230 | 97 | 730 | 137 | 2 300 | 177 | 7 300 | 217 | 23 000 | 257 | 73 000 |
| 18 | 75 | 58 | 236 | 98 | 750 | 138 | 2 360 | 178 | 7 500 | 218 | 23 600 | 258 | 75 000 |
| 19 | 77,5 | 59 | 243 | 99 | 775 | 139 | 2 430 | 179 | 7 750 | 219 | 24 300 | 259 | 77 500 |
| 20 | 80 | 60 | 250 | 100 | 800 | 140 | 2 500 | 180 | 8 000 | 220 | 25 000 | 260 | 80 000 |
| 21 | 82,5 | 61 | 257 | 101 | 825 | 141 | 2 575 | 181 | 8 250 | 221 | 25 750 | 261 | 82 500 |
| 22 | 85 | 62 | 265 | 102 | 850 | 142 | 2 650 | 182 | 8 500 | 222 | 26 500 | 262 | 85 000 |
| 23 | 87,5 | 63 | 272 | 103 | 875 | 143 | 2 725 | 183 | 8 750 | 223 | 27 250 | 263 | 87 500 |
| 24 | 90 | 64 | 280 | 104 | 900 | 144 | 2 800 | 184 | 9 000 | 224 | 28 000 | 264 | 90 000 |
| 25 | 92,5 | 65 | 290 | 105 | 925 | 145 | 2 900 | 185 | 9 250 | 225 | 29 000 | 265 | 92 500 |
| 26 | 95 | 66 | 300 | 106 | 950 | 146 | 3 000 | 186 | 9 500 | 226 | 30 000 | 266 | 95 000 |
| 27 | 97,5 | 67 | 307 | 107 | 975 | 147 | 3 075 | 187 | 9 750 | 227 | 30 750 | 267 | 97 500 |
| 28 | 100 | 68 | 315 | 108 | 1 000 | 148 | 3 150 | 188 | 10 000 | 228 | 31 500 | 268 | 100 000 |
| 29 | 103 | 69 | 325 | 109 | 1 030 | 149 | 3 250 | 189 | 10 300 | 229 | 32 500 | 269 | 103 000 |
| 30 | 106 | 70 | 335 | 110 | 1 060 | 150 | 3 350 | 190 | 10 600 | 230 | 33 500 | 270 | 106 000 |
| 31 | 109 | 71 | 345 | 111 | 1 090 | 151 | 3 450 | 191 | 10 900 | 231 | 34 500 | 271 | 109 000 |
| 32 | 112 | 72 | 355 | 112 | 1 120 | 152 | 3 550 | 192 | 11 200 | 232 | 35 500 | 272 | 112 000 |
| 33 | 115 | 73 | 365 | 113 | 1 150 | 153 | 3 650 | 193 | 11 500 | 233 | 36 500 | 273 | 115 000 |
| 34 | 118 | 74 | 375 | 114 | 1 180 | 154 | 3 750 | 194 | 11 800 | 234 | 37 500 | 274 | 118 000 |
| 35 | 121 | 75 | 387 | 115 | 1 215 | 155 | 3 875 | 195 | 12 150 | 235 | 38 750 | 275 | 121 500 |
| 36 | 125 | 76 | 400 | 116 | 1 250 | 156 | 4 000 | 196 | 12 500 | 236 | 40 000 | 276 | 125 000 |
| 37 | 128 | 77 | 412 | 117 | 1 285 | 157 | 4 125 | 197 | 12 850 | 237 | 41 250 | 277 | 128 500 |
| 38 | 132 | 78 | 425 | 118 | 1 320 | 158 | 4 250 | 198 | 13 200 | 238 | 42 500 | 278 | 132 000 |
| 39 | 136 | 79 | 437 | 119 | 1 360 | 159 | 4 375 | 199 | 13 600 | 239 | 43 750 | 279 | 136 000 |

Belastningstal (LI) og tilsvarende belastningsevne (i kg)

LI

kg

LI

kg

LI

kg

LI

kg

LI

kg

LI

kg

LI

kg

0

45

40

140

80

450

120

1 400

160

4 500

200

14 000

240

45 000

1

46,2

41

145

81

462

121

1 450

161

4 625

201

14 500

241

46 250

2

47,5

42

150

82

475

122

1 500

162

4 750

202

15 000

242

47 500

3

48,7

43

155

83

487

123

1 550

163

4 875

203

15 500

243

48 750

4

50

44

160

84

500

124

1 600

164

5 000

204

16 000

244

50 000

5

51,5

45

165

85

515

125

1 650

165

5 150

205

16 500

245

51 500

6

53

46

170

86

530

126

1 700

166

5 300

206

17 000

246

53 000

7

54,5

47

175

87

545

127

1 750

167

5 450

207

17 500

247

54 500

8

56

48

180

88

560

128

1 800

168

5 600

208

18 000

248

56 000

9

58

49

185

89

580

129

1 850

169

5 800

209

18 500

249

58 000

10

60

50

190

90

600

130

1 900

170

6 000

210

19 000

250

60 000

11

61,5

51

195

91

615

131

1 950

171

6 150

211

19 500

251

61 500

12

63

52

200

92

630

132

2 000

172

6 300

212

20 000

252

63 000

13

65

53

206

93

650

133

2 060

173

6 500

213

20 600

253

65 000

14

67

54

212

94

670

134

2 120

174

6 700

214

21 200

254

67 000

15

69

55

218

95

690

135

2 180

175

6 900

215

21 800

255

69 000

16

71

56

224

96

710

136

2 240

176

7 100

216

22 400

256

71 000

17

73

57

230

97

730

137

2 300

177

7 300

217

23 000

257

73 000

18

75

58

236

98

750

138

2 360

178

7 500

218

23 600

258

75 000

19

77,5

59

243

99

775

139

2 430

179

7 750

219

24 300

259

77 500

20

80

60

250

100

800

140

2 500

180

8 000

220

25 000

260

80 000

21

82,5

61

257

101

825

141

2 575

181

8 250

221

25 750

261

82 500

22

85

62

265

102

850

142

2 650

182

8 500

222

26 500

262

85 000

23

87,5

63

272

103

875

143

2 725

183

8 750

223

27 250

263

87 500

24

90

64

280

104

900

144

2 800

184

9 000

224

28 000

264

90 000

25

92,5

65

290

105

925

145

2 900

185

9 250

225

29 000

265

92 500

26

95

66

300

106

950

146

3 000

186

9 500

226

30 000

266

95 000

27

97,5

67

307

107

975

147

3 075

187

9 750

227

30 750

267

97 500

28

100

68

315

108

1 000

148

3 150

188

10 000

228

31 500

268

100 000

29

103

69

325

109

1 030

149

3 250

189

10 300

229

32 500

269

103 000

30

106

70

335

110

1 060

150

3 350

190

10 600

230

33 500

270

106 000

31

109

71

345

111

1 090

151

3 450

191

10 900

231

34 500

271

109 000

32

112

72

355

112

1 120

152

3 550

192

11 200

232

35 500

272

112 000

33

115

73

365

113

1 150

153

3 650

193

11 500

233

36 500

273

115 000

34

118

74

375

114

1 180

154

3 750

194

11 800

234

37 500

274

118 000

35

121

75

387

115

1 215

155

3 875

195

12 150

235

38 750

275

121 500

36

125

76

400

116

1 250

156

4 000

196

12 500

236

40 000

276

125 000

37

128

77

412

117

1 285

157

4 125

197

12 850

237

41 250

277

128 500

38

132

78

425

118

1 320

158

4 250

198

13 200

238

42 500

278

132 000

39

136

79

437

119

1 360

159

4 375

199

13 600

239

43 750

279

136 000

BILAG 5

DÆKDIMENSIONSBETEGNELSE OG –DIMENSIONER (I OVERENSSTEMMELSE MED ECE-REGULATIV Nr. 54)

Der henvises til bilag 5 til ECE-regulativ nr. 54.

Bemærk, at med hensyn til punkt 6.5.4 i dette regulativ kan et regummieret dæks udvendige diameter i alle tilfælde overstige den, der er angivet i tabellerne i bilag 5 til regulativ nr. 54, men højst med 1,5 %.

BILAG 6

METODE TIL MÅLING AF DÆK

| 1. | Dækket monteres på den af regummieringsvirksomheden angivne prøvefælg og pumpes op til det nominelle tryk, der er angivet i den pågældende internationale dækstandard (se punkt 4.1.4.7 i regulativet) ved den maksimale belastningsevne for den pågældende dimension og belastningstal. |
| --- | --- |

1.

Dækket monteres på den af regummieringsvirksomheden angivne prøvefælg og pumpes op til det nominelle tryk, der er angivet i den pågældende internationale dækstandard (se punkt 4.1.4.7 i regulativet) ved den maksimale belastningsevne for den pågældende dimension og belastningstal.

| 2. | Dækket, som er monteret på fælgen, konditioneres ved rumtemperatur i mindst 24 timer, medmindre andet er angivet i punkt 6.6.3 i dette regulativ. |
| --- | --- |

2.

Dækket, som er monteret på fælgen, konditioneres ved rumtemperatur i mindst 24 timer, medmindre andet er angivet i punkt 6.6.3 i dette regulativ.

| 3. | Trykket indstilles til den i punkt 1 anførte værdi. |
| --- | --- |

3.

Trykket indstilles til den i punkt 1 anførte værdi.

| 4. | Dækkets største bredde måles i seks punkter med lige stor indbyrdes afstand, idet tykkelsen af beskyttelsesribber eller ‐bånd medregnes. Den største af de målte værdier regnes som dækkets totalbredde. |
| --- | --- |

4.

Dækkets største bredde måles i seks punkter med lige stor indbyrdes afstand, idet tykkelsen af beskyttelsesribber eller ‐bånd medregnes. Den største af de målte værdier regnes som dækkets totalbredde.

| 5. | Den udvendige diameter beregnes på grundlag af den største omkreds af det oppumpede dæk. |
| --- | --- |

5.

Den udvendige diameter beregnes på grundlag af den største omkreds af det oppumpede dæk.

BILAG 7

METODE TIL UDHOLDENHEDSPRØVNING FOR BELASTNING/HASTIGHED

(i princippet i henhold til regulativ nr. 54)

| 1. | Forberedelse af dækket |
| --- | --- |

1.

Forberedelse af dækket

| 1.1. | Det regummierede dæk monteres på den af regummieringsvirksomheden foreskrevne prøvefælg. |
| --- | --- |

1.1.

Det regummierede dæk monteres på den af regummieringsvirksomheden foreskrevne prøvefælg.

| 1.2. | Ved prøvning af dæk med slange anvendes en ny slange, eller, i givet fald, en ny enhed slange/ventil/fælgbånd. |
| --- | --- |

1.2.

Ved prøvning af dæk med slange anvendes en ny slange, eller, i givet fald, en ny enhed slange/ventil/fælgbånd.

| 1.3. | Dækket pumpes op til det tryk, som svarer til det trykindeks, der foreskrives i regulativets punkt 3.2.10. |
| --- | --- |

1.3.

Dækket pumpes op til det tryk, som svarer til det trykindeks, der foreskrives i regulativets punkt 3.2.10.

| 1.4. | Enheden dæk med hjul konditioneres ved prøverummets temperatur i mindst tre timer. |
| --- | --- |

1.4.

Enheden dæk med hjul konditioneres ved prøverummets temperatur i mindst tre timer.

| 1.5. | Dæktrykket indstilles til det, der foreskrives i punkt 1.3 i dette bilag. |
| --- | --- |

1.5.

Dæktrykket indstilles til det, der foreskrives i punkt 1.3 i dette bilag.

| 2. | Prøvningsmetode |
| --- | --- |

2.

Prøvningsmetode

| 2.1. | Dæk og hjul monteres på prøveakslen og anbringes hvilende mod ydersiden af en motordrevet glat prøverulle, som har en diameter 1,70 m ± 1 % og en bredde mindst svarende til dækkets slidbane. I visse tilfælde kan anvendes en rulle med diameter 2,00 m ± 1 %. |
| --- | --- |

2.1.

Dæk og hjul monteres på prøveakslen og anbringes hvilende mod ydersiden af en motordrevet glat prøverulle, som har en diameter 1,70 m ± 1 % og en bredde mindst svarende til dækkets slidbane. I visse tilfælde kan anvendes en rulle med diameter 2,00 m ± 1 %.

| 2.2. | Prøveakslen påføres en række prøvebelastninger lig med den procentdel af den i bilag 4 angivne belastning, som svarer til det på dækket angivne belastningstal, idet nedenstående prøvningsprogram følges. Har dækket både et belastningstal for enkeltmontering og et for tvillingmontering, anvendes ved prøvningen en belastning svarende til belastningstallet for enkeltmontering. |
| --- | --- |

2.2.

Prøveakslen påføres en række prøvebelastninger lig med den procentdel af den i bilag 4 angivne belastning, som svarer til det på dækket angivne belastningstal, idet nedenstående prøvningsprogram følges. Har dækket både et belastningstal for enkeltmontering og et for tvillingmontering, anvendes ved prøvningen en belastning svarende til belastningstallet for enkeltmontering.

| 2.2.1. | For et dæk med lasteevne ≤ 121 og hastighedskode ≥ Q (160 km/h) anvendes den i punkt 3 i dette bilag foreskrevne metode. |
| --- | --- |

2.2.1.

For et dæk med lasteevne ≤ 121 og hastighedskode ≥ Q (160 km/h) anvendes den i punkt 3 i dette bilag foreskrevne metode.

| 2.2.2. | For alle andre dæk anvendes den prøvningsmetode, der er beskrevet i tillæg 1 til dette bilag. |
| --- | --- |

2.2.2.

For alle andre dæk anvendes den prøvningsmetode, der er beskrevet i tillæg 1 til dette bilag.

| 2.3. | Program for udholdenhedsprøvning — se ligeledes tillæg 1 til dette bilag. |
| --- | --- |

2.3.

Program for udholdenhedsprøvning — se ligeledes tillæg 1 til dette bilag.

| 2.3.1. | Under hele prøven må dæktrykket ikke korrigeres, og prøvebelastningen skal holdes konstant under hver af de tre prøvefaser. |
| --- | --- |

2.3.1.

Under hele prøven må dæktrykket ikke korrigeres, og prøvebelastningen skal holdes konstant under hver af de tre prøvefaser.

| 2.3.2. | Under prøven skal temperaturen i prøverummet være mellem 20 oC og 30 oC, medmindre dækfabrikanten eller regummieringsvirksomheden accepterer en højere temperatur. |
| --- | --- |

2.3.2.

Under prøven skal temperaturen i prøverummet være mellem 20 oC og 30 oC, medmindre dækfabrikanten eller regummieringsvirksomheden accepterer en højere temperatur.

| 2.4. | Programmet for udholdenhedsprøvning skal gennemføres uden afbrydelse. |
| --- | --- |

2.4.

Programmet for udholdenhedsprøvning skal gennemføres uden afbrydelse.

| 3. | Metode til belastnings-/hastighedsprøvning af dæk med et belastningstal ≤ 121 og hastighedskode ≥ Q (160 km/h): |
| --- | --- |

3.

Metode til belastnings-/hastighedsprøvning af dæk med et belastningstal ≤ 121 og hastighedskode ≥ Q (160 km/h):

| 3.1. | Belastningen på hjul og dæk skal være følgende procentdel af den, der svarer til dækkets belastningstal: |
| --- | --- |

3.1.

Belastningen på hjul og dæk skal være følgende procentdel af den, der svarer til dækkets belastningstal:

| 3.1.1. | 90 % ved prøvning på en rulle med diameter 1,70 m ± 1 % |
| --- | --- |

3.1.1.

90 % ved prøvning på en rulle med diameter 1,70 m ± 1 %

| 3.1.2. | 92 % ved prøvning på en rulle med diameter 2,00 m ± 1 %. |
| --- | --- |

3.1.2.

92 % ved prøvning på en rulle med diameter 2,00 m ± 1 %.

| 3.2. | Hastigheden i første prøvefase skal være 20 km/h lavere end den, som svarer til dækkets hastighedskode. |
| --- | --- |

3.2.

Hastigheden i første prøvefase skal være 20 km/h lavere end den, som svarer til dækkets hastighedskode.

| 3.2.1. | Den tid, det tager at nå prøvningshastigheden i første fase: 10 min. |
| --- | --- |

3.2.1.

Den tid, det tager at nå prøvningshastigheden i første fase: 10 min.

| 3.2.2. | Varighed af første fase: 10 min. |
| --- | --- |

3.2.2.

Varighed af første fase: 10 min.

| 3.3. | Hastigheden i anden fase skal være 10 km/h lavere end den, som svarer til dækkets hastighedskode. |
| --- | --- |

3.3.

Hastigheden i anden fase skal være 10 km/h lavere end den, som svarer til dækkets hastighedskode.

| 3.3.1. | Varighed af anden fase: 10 min. |
| --- | --- |

3.3.1.

Varighed af anden fase: 10 min.

| 3.4. | Hastigheden i den afsluttende fase skal være den, som svarer til dækkets hastighedskode. |
| --- | --- |

3.4.

Hastigheden i den afsluttende fase skal være den, som svarer til dækkets hastighedskode.

| 3.4.1. | Varighed af den afsluttende fase: 30 min. |
| --- | --- |

3.4.1.

Varighed af den afsluttende fase: 30 min.

| 3.5. | Samlet varighed af prøven: 1 time. |
| --- | --- |

3.5.

Samlet varighed af prøven: 1 time.

| 4. | Ækvivalent prøvningsmetode:
  Anvendes anden metode end den i punkt 2 eller 3 i dette bilag omhandlede, skal dens ækvivalens være godtgjort. |
| --- | --- |

4.

Ækvivalent prøvningsmetode:

Anvendes anden metode end den i punkt 2 eller 3 i dette bilag omhandlede, skal dens ækvivalens være godtgjort.

BILAG 7

Tillæg 1

PROGRAM FOR UDHOLDENHEDSPRØVNING

| Belastningstal | Hastighedskategori | Prøverullens omdrejningshastighed (min—
  1) | Belastning på hjulet i procent af den belastning, der svarer til belastningstallet |
| --- | --- | --- | --- |
| Radialdæk | Diagonal- og diagonalbæltedæk | 7 h. | 16 h. | 24 h. |
| 122 og derover | F | 100 | 100 | | | |
| G | 125 | 100 |
| J | 150 | 125 | | | |
| K | 175 | 150 | | | |
| L | 200 | — | | | |
| M | 225 | — | 66 % | 84 % | 101 % |
| 121 og derunder | F | 100 | 100 | | | |
| G | 125 | 125 | | | |
| J | 150 | 150 | | | |
| K | 175 | 175 | | | |
| L | 200 | 175 | 70 % | 88 % | 106 % |
| | | | 4 h. | 6 h. | |
| M | 250 | 200 | 75 % | 97 % | 114 % |
| N | 275 | — | 75 % | 97 % | 114 % |
| P | 300 | — | 75 % | 97 % | 114 % |
| Bemærkning:

  Specialdæk (se regulativets punkt 2.3.2) skal prøves ved en hastighed lig 85 % af den hastighed, der foreskrives for tilsvarende normaldæk. |

Belastningstal

Hastighedskategori

Prøverullens omdrejningshastighed (min—
  1)

Belastning på hjulet i procent af den belastning, der svarer til belastningstallet

Radialdæk

Diagonal- og diagonalbæltedæk

7 h.

16 h.

24 h.

122 og derover

F

100

100

G

125

100

J

150

125

K

175

150

L

200

—

M

225

—

66 %

84 %

101 %

121 og derunder

F

100

100

G

125

125

J

150

150

K

175

175

L

200

175

70 %

88 %

106 %

4 h.

6 h.

M

250

200

75 %

97 %

114 %

N

275

—

75 %

97 %

114 %

P

300

—

75 %

97 %

114 %

Bemærkning:

Specialdæk (se regulativets punkt 2.3.2) skal prøves ved en hastighed lig 85 % af den hastighed, der foreskrives for tilsvarende normaldæk.

BILAG 7

Tillæg 2

FORHOLDET MELLEM TRYKINDEKS OG TRYKENHEDER

| Trykindeks
  (PSI) | bar | kPa |
| --- | --- | --- |
| 20 | 1,4 | 140 |
| 25 | 1,7 | 170 |
| 30 | 2,1 | 210 |
| 35 | 2,4 | 240 |
| 40 | 2,8 | 280 |
| 45 | 3,1 | 310 |
| 50 | 3,4 | 340 |
| 55 | 3,8 | 380 |
| 60 | 4,1 | 410 |
| 65 | 4,5 | 450 |
| 70 | 4,8 | 480 |
| 75 | 5,2 | 520 |
| 80 | 5,5 | 550 |
| 85 | 5,9 | 590 |
| 90 | 6,2 | 620 |
| 95 | 6,6 | 660 |
| 100 | 6,9 | 690 |
| 105 | 7,2 | 720 |
| 110 | 7,6 | 760 |
| 115 | 7,9 | 790 |
| 120 | 8,3 | 830 |
| 125 | 8,6 | 860 |
| 130 | 9,0 | 900 |
| 135 | 9,3 | 930 |
| 140 | 9,7 | 970 |
| 145 | 10,0 | 1 000 |
| 150 | 10,3 | 1 030 |
| ... | ... | ... |

Trykindeks

(PSI)

bar

kPa

20

1,4

140

25

1,7

170

30

2,1

210

35

2,4

240

40

2,8

280

45

3,1

310

50

3,4

340

55

3,8

380

60

4,1

410

65

4,5

450

70

4,8

480

75

5,2

520

80

5,5

550

85

5,9

590

90

6,2

620

95

6,6

660

100

6,9

690

105

7,2

720

110

7,6

760

115

7,9

790

120

8,3

830

125

8,6

860

130

9,0

900

135

9,3

930

140

9,7

970

145

10,0

1 000

150

10,3

1 030

...

...

...

BILAG 8

BELASTNINGSEVNENS VARIATION MED HASTIGHEDEN FOR ERHVERVSKØRETØJER: RADIAL- OG DIAGONALDÆK

(i henhold til ECE-regulativ nr. 54)

| Belastningsevnens variation med hastigheden (%) |
| --- |
| Hastighed
  (km/h) | Alle belastningstal | Belastningstal
  ≥ 122 (9) | Belastningstal
  ≤ 121 (9) |
| Hastighedskategori | Hastighedskategori | Hastighedskategori |
| | F | G | J | K | L | M | L | M | N | P (10) |
| 0 | + 150 | + 150 | + 150 | + 150 | + 150 | + 150 | + 110 | + 110 | + 110 | + 110 |
| 5 | + 110 | + 110 | + 110 | + 110 | + 110 | + 110 | + 90 | + 90 | + 90 | + 90 |
| 10 | + 80 | + 80 | + 80 | + 80 | + 80 | + 80 | + 75 | + 75 | + 75 | + 75 |
| 15 | + 65 | + 65 | + 65 | + 65 | + 65 | + 65 | + 60 | + 60 | + 60 | + 60 |
| 20 | + 50 | + 50 | + 50 | + 50 | + 50 | + 50 | + 50 | + 50 | + 50 | + 50 |
| 25 | + 35 | + 35 | + 35 | + 35 | + 35 | + 35 | + 42 | + 42 | + 42 | + 42 |
| 30 | + 25 | + 25 | + 25 | + 25 | + 25 | + 25 | + 35 | + 35 | + 35 | + 35 |
| 35 | + 19 | + 19 | + 19 | + 19 | + 19 | + 19 | + 29 | + 29 | + 29 | + 29 |
| 40 | + 15 | + 15 | + 15 | + 15 | + 15 | + 15 | + 25 | + 25 | + 25 | + 25 |
| 45 | + 13 | + 13 | + 13 | + 13 | + 13 | + 13 | + 22 | + 22 | + 22 | + 22 |
| 50 | + 12 | + 12 | + 12 | + 12 | + 12 | + 12 | + 20 | + 20 | + 20 | + 20 |
| 55 | + 11 | + 11 | + 11 | + 11 | + 11 | + 11 | +17,5 | +17,5 | +17,5 | +17,5 |
| 60 | + 10 | + 10 | + 10 | + 10 | + 10 | + 10 | +15,0 | +15,0 | +15,0 | +15,0 |
| 65 | +7,5 | +8,5 | +8,5 | +8,5 | +8,5 | +8,5 | +13,5 | +13,5 | +13,5 | +13,5 |
| 70 | +5,0 | +7,0 | +7,0 | +7,0 | +7,0 | +7,0 | +12,5 | +12,5 | +12,5 | +12,5 |
| 75 | +2,5 | +5,5 | +5,5 | +5,5 | +5,5 | +5,5 | +11,0 | +11,0 | +11,0 | +11,0 |
| 80 | 0 | +4,0 | +4,0 | +4,0 | +4,0 | +4,0 | +10,0 | +10,0 | +10,0 | +10,0 |
| 85 | - 3 | +2,0 | +3,0 | +3,0 | +3,0 | +3,0 | +8,5 | +8,5 | +8,5 | +8,5 |
| 90 | - 6 | 0 | +2,0 | +2,0 | +2,0 | +2,0 | +7,5 | +7,5 | +7,5 | +7,5 |
| 95 | - 10 | 2,5 | +1,0 | +1,0 | +1,0 | +1,0 | +6,5 | +6,5 | +6,5 | +6,5 |
| 100 | - 15 | - 5 | 0 | 0 | 0 | 0 | +5,0 | +5,0 | +5,0 | +5,0 |
| 105 | | - 8 | - 2 | 0 | 0 | 0 | +3,75 | +3,75 | +3,75 | +3,75 |
| 110 | | - 13 | - 4 | 0 | 0 | 0 | +2,5 | +2,5 | +2,5 | +2,5 |
| 115 | | | - 7 | - 3 | 0 | 0 | +1,25 | +1,25 | +1,25 | +1,25 |
| 120 | | | - 12 | - 7 | 0 | 0 | 0 | 0 | 0 | 0 |
| 125 | | | | | | 0 | -2,5 | 0 | 0 | 0 |
| 130 | | | | | | 0 | -5,0 | 0 | 0 | 0 |
| 135 | | | | | | | -7,5 | -2,5 | 0 | 0 |
| 140 | | | | | | | - 10 | 5 | 0 | 0 |
| 145 | | | | | | | | -7,5 | -2,5 | 0 |
| 150 | | | | | | | | -10,0 | -5,0 | 0 |
| 155 | | | | | | | | | -7,5 | -2,5 |
| 160 | | | | | | | | | -10,0 | -5,0 |

Belastningsevnens variation med hastigheden (%)

Hastighed

(km/h)

Alle belastningstal

Belastningstal

≥ 122 (9)

Belastningstal

≤ 121 (9)

Hastighedskategori

Hastighedskategori

Hastighedskategori

F

G

J

K

L

M

L

M

N

P (10)

0

- 150

- 150

- 150

- 150

- 150

- 150

- 110

- 110

- 110

- 110

5

- 110

- 110

- 110

- 110

- 110

- 110

- 90

- 90

- 90

- 90

10

- 80

- 80

- 80

- 80

- 80

- 80

- 75

- 75

- 75

- 75

15

- 65

- 65

- 65

- 65

- 65

- 65

- 60

- 60

- 60

- 60

20

- 50

- 50

- 50

- 50

- 50

- 50

- 50

- 50

- 50

- 50

25

- 35

- 35

- 35

- 35

- 35

- 35

- 42

- 42

- 42

- 42

30

- 25

- 25

- 25

- 25

- 25

- 25

- 35

- 35

- 35

- 35

35

- 19

- 19

- 19

- 19

- 19

- 19

- 29

- 29

- 29

- 29

40

- 15

- 15

- 15

- 15

- 15

- 15

- 25

- 25

- 25

- 25

45

- 13

- 13

- 13

- 13

- 13

- 13

- 22

- 22

- 22

- 22

50

- 12

- 12

- 12

- 12

- 12

- 12

- 20

- 20

- 20

- 20

55

- 11

- 11

- 11

- 11

- 11

- 11

+17,5

+17,5

+17,5

+17,5

60

- 10

- 10

- 10

- 10

- 10

- 10

+15,0

+15,0

+15,0

+15,0

65

+7,5

+8,5

+8,5

+8,5

+8,5

+8,5

+13,5

+13,5

+13,5

+13,5

70

+5,0

+7,0

+7,0

+7,0

+7,0

+7,0

+12,5

+12,5

+12,5

+12,5

75

+2,5

+5,5

+5,5

+5,5

+5,5

+5,5

+11,0

+11,0

+11,0

+11,0

80

0

+4,0

+4,0

+4,0

+4,0

+4,0

+10,0

+10,0

+10,0

+10,0

85

- 3

+2,0

+3,0

+3,0

+3,0

+3,0

+8,5

+8,5

+8,5

+8,5

90

- 6

0

+2,0

+2,0

+2,0

+2,0

+7,5

+7,5

+7,5

+7,5

95

- 10

2,5

+1,0

+1,0

+1,0

+1,0

+6,5

+6,5

+6,5

+6,5

100

- 15

- 5

0

0

0

0

+5,0

+5,0

+5,0

+5,0

105

- 8

- 2

0

0

0

+3,75

+3,75

+3,75

+3,75

110

- 13

- 4

0

0

0

+2,5

+2,5

+2,5

+2,5

115

- 7

- 3

0

0

+1,25

+1,25

+1,25

+1,25

120

- 12

- 7

0

0

0

0

0

0

125

0

-2,5

0

0

0

130

0

-5,0

0

0

0

135

-7,5

-2,5

0

0

140

- 10

5

0

0

145

-7,5

-2,5

0

150

-10,0

-5,0

0

155

-7,5

-2,5

160

-10,0

-5,0

BILAG 9

FORKLARENDE FIGUR

Se punkt 2 i dette regulativ.

Image

---

(1)  ETRTO, 32 av. Brugmann — Bte 2, B-1060 Bruxelles, Belgien.

1

(2)  TRA, 175 Montrose West Avenue, Suite 150, Copley, Ohio 44321, USA.

2

(3)  JATMA, 9th Floor, Toranomon Building No 1-12, 1-Chome Toranomon Minato-ku, Tokyo 105, Japan.

3

(4)  TRAA, Suite 1, Hawthorn House, 795 Glenferrie Road, Hawthorn, Victoria, 3122 Australien.

4

(5)  ABPA, Avenida Paulista 244-12o Andar, CEP, 01310 São Paulo, SP Brasilien.

5

o

(6)  STRO, Älggatan 48 A, Nb, S-216 15 Malmö, Sverige.

6

(7)  Denne angivelse er kun obligatorisk for dæk fremstillet efter forskrifterne i dette regulativ efter ikrafttrædelsen af supplement 1 til regulativet.

7

(8)  1 for Tyskland, 2 for Frankrig, 3 for Italien, 4 for Nederlandene, 5 for Sverige, 6 for Belgien, 7 for Ungarn, 8 for Tjekkiet, 9 for Spanien, 10 for Jugoslavien, 11 for Det Forenede Kongerige, 12 for Østrig, 13 for Luxembourg, 14 for Schweiz, 15 (ubenyttet), 16 for Norge, 17 for Finland, 18 for Danmark, 19 for Rumænien, 20 for Polen, 21 for Portugal, 22 for Den Russiske Føderation, 23 for Grækenland, 24 for Irland, 25 for Kroatien, 26 for Slovenien, 27 for Slovakiet, 28 for Hviderusland, 29 for Estland, 30 (ubenyttet), 31 for Bosnien-Herzegovina, 32 for Letland, 33 (ubenyttet), 34 for Bulgarien, 35 (ubenyttet), 36 for Litauen, 37 for Tyrkiet, 38 (ubenyttet), 39 for Aserbajdsjan, 40 for Den Tidligere Jugoslaviske Republik Makedonien, 41 (ubenyttet), 42 for Det Europæiske Fællesskab (godkendelserne meddeles af medlemsstaterne, som anvender deres egne ECE-mærker), 43 for Japan, 44 (ubenyttet), 45 for Australien, 46 for Ukraine, 47 for Sydafrika og 48 for New Zealand. De efterfølgende numre tildeles til andre stater i den kronologiske rækkefølge, disse ratificerer eller tiltræder overenskomsten om indførelse af ensartede tekniske forskrifter for hjulkøretøjer og for udstyr og dele, som er bestemt til montering eller anvendelse på hjulkøretøjer, og om betingelserne for gensidig anerkendelse af godkendelser meddelt i henhold til disse forskrifter, og de således tildelte numre meddeles af FN's generalsekretær til overenskomstens parter.

8

(9)  Belastningstallene henviser til montering som enkelthjul.

9

(10)  Ændringerne i belastning er ikke tilladt ved hastigheder over 160 km/h. For hastighedskategori »Q« og højere er den hastighed, som svarer til hastighedskategorien, den tilladte maksimale hastighed for dækket.

10

---

BILAG II

REGULATIV Nr. 108

ENSARTEDE FORSKRIFTER FOR GODKENDELSE AF FABRIKATIONEN AF REGUMMIEREDE DÆK TIL MOTORKØRETØJER OG PÅHÆNGSKØRETØJER DERTIL

(konsolideret tekst)

INDHOLD

REGULATIV

| 1. | Anvendelsesområde |
| --- | --- |

1.

| 2. | Definitioner |
| --- | --- |

2.

| 3. | Mærkning |
| --- | --- |

3.

| 4. | Ansøgning om godkendelse |
| --- | --- |

4.

| 5. | Godkendelse |
| --- | --- |

5.

| 6. | Forskrifter |
| --- | --- |

6.

| 7. | Specifikationer |
| --- | --- |

7.

| 8. | Ændringer af godkendelsen |
| --- | --- |

8.

| 9. | Produktionens overensstemmelse |
| --- | --- |

9.

| 10. | Sanktioner ved manglende overensstemmelse af produktionen |
| --- | --- |

10.

| 11. | Endeligt ophør af produktionen |
| --- | --- |

11.

| 12. | Navn og adresse på de tekniske tjenester, som forestår godkendelsesprøvningen, på prøveanstalter og på administrative tjenester |
| --- | --- |

12.

BILAG

| Bilag 1 — | Meddelelse om godkendelse eller udvidelse, nægtelse eller inddragelse af godkendelse eller endeligt ophør af en regummieringsvirksomhed, i medfør af regulativ nr. 108 |
| --- | --- |

Bilag 1 —

| Bilag 2 — | Godkendelsesmærkets udformning |
| --- | --- |

Bilag 2 —

| Bilag 3 — | Udformning af det regummierede dæks mærkning |
| --- | --- |

Bilag 3 —

| Bilag 4 — | Fortegnelse over belastningstal og tilsvarende belastningsevne |
| --- | --- |

Bilag 4 —

| Bilag 5 — | Dækdimensionsbetegnelse og ‐dimensioner |
| --- | --- |

Bilag 5 —

| Bilag 6 — | Metode til måling af dæk |
| --- | --- |

Bilag 6 —

| Bilag 7 — | Metode til udholdenhedsprøvning for belastning/hastighed |
| --- | --- |

Bilag 7 —

| Bilag 8 — | Forklarende figur |
| --- | --- |

Bilag 8 —

1.   ANVENDELSESOMRÅDE

Dette regulativ finder anvendelse på fabrikation af regummierede dæk bestemt til montering på personbiler og påhængskøretøjer dertil til anvendelse på vej, med følgende undtagelser:

| 1.1. | regummierede dæk til erhvervskøretøjer og påhængskøretøjer dertil |
| --- | --- |

1.1.

regummierede dæk til erhvervskøretøjer og påhængskøretøjer dertil

| 1.2. | regummierede dæk med hastighedsevne under 120 km/h eller over 300 km/h |
| --- | --- |

1.2.

regummierede dæk med hastighedsevne under 120 km/h eller over 300 km/h

| 1.3. | dæk til cykler og motorcykler |
| --- | --- |

1.3.

dæk til cykler og motorcykler

| 1.4. | dæk, som oprindeligt er fremstillet uden symbol for hastighedskategori og/eller belastningstal |
| --- | --- |

1.4.

dæk, som oprindeligt er fremstillet uden symbol for hastighedskategori og/eller belastningstal

| 1.5. | dæk, som oprindeligt er fremstillet uden typegodkendelse og påskriften »E« eller »e« |
| --- | --- |

1.5.

dæk, som oprindeligt er fremstillet uden typegodkendelse og påskriften »E« eller »e«

| 1.6. | dæk, som er bestemt til montering på køretøjer fremstillet før 1939 |
| --- | --- |

1.6.

dæk, som er bestemt til montering på køretøjer fremstillet før 1939

| 1.7. | dæk, som udelukkende er bestemt til væddeløbskørsel eller til terrængående køretøjer og er mærket i overensstemmelse hermed |
| --- | --- |

1.7.

dæk, som udelukkende er bestemt til væddeløbskørsel eller til terrængående køretøjer og er mærket i overensstemmelse hermed

| 1.8. | reservedæk til midlertidig brug af typen »T«. |
| --- | --- |

1.8.

reservedæk til midlertidig brug af typen »T«.

2.   DEFINITIONER — se også figuren i bilag 8

I dette regulativ forstås ved:

| 2.1. | »sortiment af regummierede dæk«: et sortiment af dæk, som er regummieret i henhold til punkt 4.1.4 |
| --- | --- |

2.1.

»sortiment af regummierede dæk«: et sortiment af dæk, som er regummieret i henhold til punkt 4.1.4

| 2.2. | »opbygning«: den tekniske konstruktion af dækkets karkasse. Der skelnes især mellem følgende typer opbygning: |
| --- | --- |

2.2.

»opbygning«: den tekniske konstruktion af dækkets karkasse. Der skelnes især mellem følgende typer opbygning:

| 2.2.1. | »diagonaldæk« eller »krydslagsdæk«: dæk, hvor trådlagene går helt ud til vulsten og er lagt i alternerende vinkler på væsentligt under 90o i forhold til slidbanens midterlinje |
| --- | --- |

2.2.1.

»diagonaldæk« eller »krydslagsdæk«: dæk, hvor trådlagene går helt ud til vulsten og er lagt i alternerende vinkler på væsentligt under 90o i forhold til slidbanens midterlinje

| 2.2.2. | »diagonalbæltedæk«: diagonaldæk (krydslagsdæk), hvor karkassen er omgivet af et bælte bestående af to eller flere særligt stive trådlag, der er omtrent parallelle med karkassens |
| --- | --- |

2.2.2.

»diagonalbæltedæk«: diagonaldæk (krydslagsdæk), hvor karkassen er omgivet af et bælte bestående af to eller flere særligt stive trådlag, der er omtrent parallelle med karkassens

| 2.2.3. | »radialdæk«: dæk, hvor trådlagene går helt ud til vulsten og danner en vinkel på tilnærmelsesvis 90o med slidbanens midterlinje, og hvor karkassen stabiliseres af et omtrent stift bælte langs omkredsen |
| --- | --- |

2.2.3.

»radialdæk«: dæk, hvor trådlagene går helt ud til vulsten og danner en vinkel på tilnærmelsesvis 90o med slidbanens midterlinje, og hvor karkassen stabiliseres af et omtrent stift bælte langs omkredsen

| 2.3. | »anvendelsesart« |
| --- | --- |

2.3.

»anvendelsesart«

| 2.3.1. | normaldæk: dæk, som er bestemt alene til normal brug på vej |
| --- | --- |

2.3.1.

normaldæk: dæk, som er bestemt alene til normal brug på vej

| 2.3.2. | vinterdæk: dæk, hvor slidbanemønsteret eller både slidbanemønsteret og opbygningen er udformet med særligt henblik på at give bedre egenskaber end normaldæk i mudder og nyfalden eller smeltende sne. Vinterdæks slidbanemønster har sædvanligvis større mønsterriller (rifler) og massive blokke med større afstand mellem end på normaldæk |
| --- | --- |

2.3.2.

vinterdæk: dæk, hvor slidbanemønsteret eller både slidbanemønsteret og opbygningen er udformet med særligt henblik på at give bedre egenskaber end normaldæk i mudder og nyfalden eller smeltende sne. Vinterdæks slidbanemønster har sædvanligvis større mønsterriller (rifler) og massive blokke med større afstand mellem end på normaldæk

| 2.3.3. | reservedæk til midlertidig brug: dæk, som adskiller sig fra dæk til normale køreforhold og kun er bestemt til midlertidig brug under begrænsede køreforhold |
| --- | --- |

2.3.3.

reservedæk til midlertidig brug: dæk, som adskiller sig fra dæk til normale køreforhold og kun er bestemt til midlertidig brug under begrænsede køreforhold

| 2.3.4. | reservedæk af T-typen til midlertidig brug: en dæktype, som er bestemt til nødanvendelse ved højere dæktryk end normaldæk eller forstærkede dæk |
| --- | --- |

2.3.4.

reservedæk af T-typen til midlertidig brug: en dæktype, som er bestemt til nødanvendelse ved højere dæktryk end normaldæk eller forstærkede dæk

| 2.4. | »vulst«: den del af dækket, der ved sin form og opbygning ligger an mod fælgen og fastholder dækket på denne |
| --- | --- |

2.4.

»vulst«: den del af dækket, der ved sin form og opbygning ligger an mod fælgen og fastholder dækket på denne

| 2.5. | »vævtråde«: de tråde, der danner tekstillaget i dækket |
| --- | --- |

2.5.

»vævtråde«: de tråde, der danner tekstillaget i dækket

| 2.6. | »lag«: lag af parallelle, gummibelagte vævtråde |
| --- | --- |

2.6.

»lag«: lag af parallelle, gummibelagte vævtråde

| 2.7. | »bælte«: for radialdæk eller diagonalbæltedæk, et eller flere lag materiale(r) under slidbanen, som er placeret omtrent parallelt med slidbanens midtlinje, således at karkassen fastholdes langs omkredsen |
| --- | --- |

2.7.

»bælte«: for radialdæk eller diagonalbæltedæk, et eller flere lag materiale(r) under slidbanen, som er placeret omtrent parallelt med slidbanens midtlinje, således at karkassen fastholdes langs omkredsen

| 2.8. | »beskyttelseslag« (breaker): for diagonaldæk, et mellemlag mellem karkassen og slidbanen |
| --- | --- |

2.8.

»beskyttelseslag« (breaker): for diagonaldæk, et mellemlag mellem karkassen og slidbanen

| 2.9. | »vulstforstærkning«: materiale, som i vulstområdet beskytter karkassen mod gnidning eller slitage fra fælgen |
| --- | --- |

2.9.

»vulstforstærkning«: materiale, som i vulstområdet beskytter karkassen mod gnidning eller slitage fra fælgen

| 2.10. | »karkasse«: den del af dækket bortset fra slidbane og det yderste gummi på dæksiden, som i oppumpet tilstand bærer belastningen |
| --- | --- |

2.10.

»karkasse«: den del af dækket bortset fra slidbane og det yderste gummi på dæksiden, som i oppumpet tilstand bærer belastningen

| 2.11. | »slidbane«: den del af dækket, som er bestemt til at komme i berøring med vejen, beskytter karkassen mod mekanisk beskadigelse og bevirker friktionen mod vejbanen |
| --- | --- |

2.11.

»slidbane«: den del af dækket, som er bestemt til at komme i berøring med vejen, beskytter karkassen mod mekanisk beskadigelse og bevirker friktionen mod vejbanen

| 2.12. | »dækside«: den del af dækket, som er mellem slidbanen og det område, som er bestemt til at være dækket af fælgflangen |
| --- | --- |

2.12.

»dækside«: den del af dækket, som er mellem slidbanen og det område, som er bestemt til at være dækket af fælgflangen

| 2.13. | »dækkets nedre område«: området mellem linjen svarende til den største dækbredde og det område, som er bestemt til at være dækket af fælgkanten |
| --- | --- |

2.13.

»dækkets nedre område«: området mellem linjen svarende til den største dækbredde og det område, som er bestemt til at være dækket af fælgkanten

| 2.14. | »mønsterrille«: mellemrummet mellem to tilstødende ribber eller blokke i slidbanemønsteret |
| --- | --- |

2.14.

»mønsterrille«: mellemrummet mellem to tilstødende ribber eller blokke i slidbanemønsteret

| 2.15. | »hovedriller«: de brede riller, som er beliggende i slidbanens midterzone, og som dækker omkring tre fjerdedele af slidbanens bredde |
| --- | --- |

2.15.

»hovedriller«: de brede riller, som er beliggende i slidbanens midterzone, og som dækker omkring tre fjerdedele af slidbanens bredde

| 2.16. | »dækbredde«: den lineære afstand mellem de udvendige sider af et oppumpet dæk, som er monteret på den angivne målefælg, fraregnet forhøjninger dannet af påskrifter, udsmykninger og beskyttelsesbånd eller ‐ribber |
| --- | --- |

2.16.

»dækbredde«: den lineære afstand mellem de udvendige sider af et oppumpet dæk, som er monteret på den angivne målefælg, fraregnet forhøjninger dannet af påskrifter, udsmykninger og beskyttelsesbånd eller ‐ribber

| 2.17. | »total bredde«: den lineære afstand mellem de udvendige dæksider af et oppumpet dæk, som er monteret på den foreskrevne målefælg, medregnet forhøjninger dannet af påskrifter, udsmykning og beskyttelsesbånd eller ‐ribber |
| --- | --- |

2.17.

»total bredde«: den lineære afstand mellem de udvendige dæksider af et oppumpet dæk, som er monteret på den foreskrevne målefælg, medregnet forhøjninger dannet af påskrifter, udsmykning og beskyttelsesbånd eller ‐ribber

| 2.18. | »dækhøjde«: den halve forskel mellem dækkets udvendige diameter og den nominelle fælgdiameter |
| --- | --- |

2.18.

»dækhøjde«: den halve forskel mellem dækkets udvendige diameter og den nominelle fælgdiameter

| 2.19. | »nominelt højde-bredde forhold«: 100 gange forholdet mellem nominel dækhøjde og nominel dækbredde, når disse mål regnes i samme måleenhed |
| --- | --- |

2.19.

»nominelt højde-bredde forhold«: 100 gange forholdet mellem nominel dækhøjde og nominel dækbredde, når disse mål regnes i samme måleenhed

| 2.20. | »udvendig diameter«: største diameter af et oppumpet, regummieret dæk |
| --- | --- |

2.20.

»udvendig diameter«: største diameter af et oppumpet, regummieret dæk

| 2.21. | »dækdimensionsbetegnelse«: en betegnelse, som angiver: |
| --- | --- |

2.21.

»dækdimensionsbetegnelse«: en betegnelse, som angiver:

| 2.21.1. | den nominelle dækbredde. Denne angives i mm (undtagen for de dæktyper, hvis dimensionsbetegnelse findes i første kolonne af tabellerne i bilag 5 til dette regulativ) |
| --- | --- |

2.21.1.

den nominelle dækbredde. Denne angives i mm (undtagen for de dæktyper, hvis dimensionsbetegnelse findes i første kolonne af tabellerne i bilag 5 til dette regulativ)

| 2.21.2. | det nominelle højde/breddeforhold (undtagen for de dæktyper, hvis dimensionsbetegnelse findes i første kolonne af tabellerne i bilag 5 til dette regulativ) |
| --- | --- |

2.21.2.

det nominelle højde/breddeforhold (undtagen for de dæktyper, hvis dimensionsbetegnelse findes i første kolonne af tabellerne i bilag 5 til dette regulativ)

| 2.21.3. | »d«-værdi: fælgens nominelle diameter, angivet enten som kode (tal mindre end 100) eller i mm (tal større end 100). Begge angivelser kan benyttes samtidig |
| --- | --- |

2.21.3.

»d«-værdi: fælgens nominelle diameter, angivet enten som kode (tal mindre end 100) eller i mm (tal større end 100). Begge angivelser kan benyttes samtidig

| 2.21.3.1. | I det følgende er d-værdien angivet i mm:






  Kode for nominel fælgdiameter — »d« | d-værdi, i mm |
| --- | --- | --- |
| 8
  9
  10
  11
  12
  13
  14 | 203
  229
  254
  279
  305
  330
  356 |
| 15
  16
  17
  18
  19 | 381
  406
  432
  457
  483 |
| 20
  21 | 508
  533 |

2.21.3.1.

I det følgende er d-værdien angivet i mm:

Kode for nominel fælgdiameter — »d«

d-værdi, i mm

8

9

10

11

12

13

14

203

229

254

279

305

330

356

15

16

17

18

19

381

406

432

457

483

20

21

508

533

| 2.22. | »nominel fælgdiameter (d)«: diameteren af den fælg, hvorpå dækket er bestemt til at monteres |
| --- | --- |

2.22.

»nominel fælgdiameter (d)«: diameteren af den fælg, hvorpå dækket er bestemt til at monteres

| 2.23. | »fælg«: støtten for dæk og slange, eller, for slangeløse dæk, støtten for dækkets vulster |
| --- | --- |

2.23.

»fælg«: støtten for dæk og slange, eller, for slangeløse dæk, støtten for dækkets vulster

| 2.24. | »målefælg«: den fælg, der angives som »fælgbreddemål« eller »konstruktivt bestemt fælgbredde« for en given dækdimensionsbetegnelse i en vilkårlig udgave af en eller flere af de internationale dækstandarder |
| --- | --- |

2.24.

»målefælg«: den fælg, der angives som »fælgbreddemål« eller »konstruktivt bestemt fælgbredde« for en given dækdimensionsbetegnelse i en vilkårlig udgave af en eller flere af de internationale dækstandarder

| 2.25. | »prøvefælg«: enhver fælg, der angives som godkendt, anbefalet eller tilladt i en af de internationale dækstandarder for dæk af den pågældende dimensionsbetegnelse og type |
| --- | --- |

2.25.

»prøvefælg«: enhver fælg, der angives som godkendt, anbefalet eller tilladt i en af de internationale dækstandarder for dæk af den pågældende dimensionsbetegnelse og type

| 2.26. | »international dækstandard«, et vilkårligt af følgende normgivende dokumenter:






  a) | The European Tyre and Rim Technical Organisation (ETRTO) (1)
   (2): »Standards Manual« |
| --- | --- | --- |

2.26.

»international dækstandard«, et vilkårligt af følgende normgivende dokumenter:

a)

The European Tyre and Rim Technical Organisation (ETRTO) (1)
   (2): »Standards Manual«

| b) | The European Tyre and Rim Technical Organisation (ETRTO) (2): »Engineering Design Information — obsolete data« |
| --- | --- |

b)

The European Tyre and Rim Technical Organisation (ETRTO) (2): »Engineering Design Information — obsolete data«

| c) | The Tire and Rim Association Inc. (TRA) (3): »Year Book« |
| --- | --- |

c)

The Tire and Rim Association Inc. (TRA) (3): »Year Book«

| d) | The Japan Automobile Tire Manufacturers Association (JATMA) (4): »Year Book« |
| --- | --- |

d)

The Japan Automobile Tire Manufacturers Association (JATMA) (4): »Year Book«

| e) | The Tyre and Rim Association of Australia (TRAA) (5) : »Standards Manual« |
| --- | --- |

e)

The Tyre and Rim Association of Australia (TRAA) (5) : »Standards Manual«

| f) | Associação Latino Americana de Pneus e Aros (ALAPA) (6) : »Manual de Normal Téchnicas« |
| --- | --- |

f)

Associação Latino Americana de Pneus e Aros (ALAPA) (6) : »Manual de Normal Téchnicas«

| g) | The Scandinavian Tyre and Rim Organisation (STRO) (7) : »Data Book« |
| --- | --- |

g)

The Scandinavian Tyre and Rim Organisation (STRO) (7) : »Data Book«

| 2.27. | »løsrivning«: løsrivning af gummistykker fra slidbanen |
| --- | --- |

2.27.

»løsrivning«: løsrivning af gummistykker fra slidbanen

| 2.28. | »trådseparation«: løsning af vævtråde fra gummibelægningen |
| --- | --- |

2.28.

»trådseparation«: løsning af vævtråde fra gummibelægningen

| 2.29. | »lagseparation«: separation af tilgrænsende lag |
| --- | --- |

2.29.

»lagseparation«: separation af tilgrænsende lag

| 2.30. | »slidbaneseparation«: løsning af slidbanen fra karkassen |
| --- | --- |

2.30.

»slidbaneseparation«: løsning af slidbanen fra karkassen

| 2.31. | »slidindikatorer«: de fremspring i mønsterrillerne, som er bestemt til visuelt at angive graden af slitage på slidbanen |
| --- | --- |

2.31.

»slidindikatorer«: de fremspring i mønsterrillerne, som er bestemt til visuelt at angive graden af slitage på slidbanen

| 2.32. | »driftsbeskrivelse«: den kombination af belastningstal og hastighedskategori, som gælder for det pågældende dæk |
| --- | --- |

2.32.

»driftsbeskrivelse«: den kombination af belastningstal og hastighedskategori, som gælder for det pågældende dæk

| 2.33. | »belastningstal«: en talkode, som angiver den maksimale belastning, som dækket kan bære
  Fortegnelse over belastningstal og tilsvarende belastningsevne findes i bilag 4 |
| --- | --- |

2.33.

»belastningstal«: en talkode, som angiver den maksimale belastning, som dækket kan bære

Fortegnelse over belastningstal og tilsvarende belastningsevne findes i bilag 4

| 2.34. | »hastighedskategori«: |
| --- | --- |

2.34.

»hastighedskategori«:

| 2.34.1. | et bogstavsymbol, som angiver den hastighed, ved hvilken dækket kan bære den belastning, som er angivet ved det tilhørende belastningstal |
| --- | --- |

2.34.1.

et bogstavsymbol, som angiver den hastighed, ved hvilken dækket kan bære den belastning, som er angivet ved det tilhørende belastningstal

| 2.34.2. | hastighedskategorier og tilsvarende hastigheder er angivet i følgende tabel:






  Hastighedskategori | Tilsvarende maksimalhastighed (km/h) |
| --- | --- | --- |
| L
  M
  N
  P
  Q
  R
  S
  T
  U
  H
  V
  W
  Y | 120
  130
  140
  150
  160
  170
  180
  190
  200
  210
  240
  270
  300 |

2.34.2.

hastighedskategorier og tilsvarende hastigheder er angivet i følgende tabel:

Hastighedskategori

Tilsvarende maksimalhastighed (km/h)

L

M

N

P

Q

R

S

T

U

H

V

W

Y

120

130

140

150

160

170

180

190

200

210

240

270

300

| 2.35. | »maksimal belastningsevne«: den tilladelige maksimale masse, som dækket må bære |
| --- | --- |

2.35.

»maksimal belastningsevne«: den tilladelige maksimale masse, som dækket må bære

| 2.35.1. | for dæk, som er konstrueret til en hastighed på ikke over 210 km/h, må den tilladelige maksimale belastning ikke være over den værdi, der svarer til dækkets belastningstal |
| --- | --- |

2.35.1.

for dæk, som er konstrueret til en hastighed på ikke over 210 km/h, må den tilladelige maksimale belastning ikke være over den værdi, der svarer til dækkets belastningstal

| 2.35.2. | for dæk, der er konstrueret til en hastighed over 210 km/h men ikke over 300 km/h, må den maksimale belastningsevne ikke overstige den procentdel af den til dækkets belastningsevnetal hørende værdi, som i nedenstående tabel er angivet ud for maksimalhastigheden for det køretøj, som dækket er bestemt til at monteres på:







  Hastighedskategori | Maksimalhastighed (km/h) | Maksimal belastning ( %) |
| --- | --- | --- | --- |
| V | 210
  215
  220
  225
  230
  235
  240 | 100,0
  98,5
  97,0
  95,5
  94,0
  92,5
  91,0 |
| W | 240
  250
  260
  270 | 100
  95
  90
  85 |
| Y | 270
  280
  290
  300 | 100
  95
  90
  85 |

2.35.2.

for dæk, der er konstrueret til en hastighed over 210 km/h men ikke over 300 km/h, må den maksimale belastningsevne ikke overstige den procentdel af den til dækkets belastningsevnetal hørende værdi, som i nedenstående tabel er angivet ud for maksimalhastigheden for det køretøj, som dækket er bestemt til at monteres på:

Hastighedskategori

Maksimalhastighed (km/h)

Maksimal belastning ( %)

V

210

215

220

225

230

235

240

100,0

98,5

97,0

95,5

94,0

92,5

91,0

W

240

250

260

270

100

95

90

85

Y

270

280

290

300

100

95

90

85

For mellemliggende maksimalhastigheder kan maksimalbelastningen findes ved lineær interpolation

| 2.36. | »regummieringsvirksomhed«: et anlæg eller en gruppe af anlæg til produktion af regummierede dæk |
| --- | --- |

2.36.

»regummieringsvirksomhed«: et anlæg eller en gruppe af anlæg til produktion af regummierede dæk

| 2.37. | »regummiering«: fællesbetegnelse for renovering af et brugt dæk ved udskiftning af den slidte slidbane med nyt materiale. Betegnelsen kan også omfatte renovering af dæksidens ydre overflade og udskiftning af beskyttelseslaget. Den omfatter følgende metoder: |
| --- | --- |

2.37.

»regummiering«: fællesbetegnelse for renovering af et brugt dæk ved udskiftning af den slidte slidbane med nyt materiale. Betegnelsen kan også omfatte renovering af dæksidens ydre overflade og udskiftning af beskyttelseslaget. Den omfatter følgende metoder:

| 2.37.1. | »topregummiering«: udskiftning af slidbanen |
| --- | --- |

2.37.1.

»topregummiering«: udskiftning af slidbanen

| 2.37.2. | »regummiering«: udskiftning af slidbanen, således at det nye materiale strækker sig ned over en del af dæksiden |
| --- | --- |

2.37.2.

»regummiering«: udskiftning af slidbanen, således at det nye materiale strækker sig ned over en del af dæksiden

| 2.37.3. | »vulst til vulst«: pålægning af ny slidbane og renovering af sidevæggen, herunder den nederste del eller en del heraf |
| --- | --- |

2.37.3.

»vulst til vulst«: pålægning af ny slidbane og renovering af sidevæggen, herunder den nederste del eller en del heraf

| 2.38. | »karkasse«: det slidte dæk, bestående af karkassen og den resterende slidbane samt dæksidemateriale |
| --- | --- |

2.38.

»karkasse«: det slidte dæk, bestående af karkassen og den resterende slidbane samt dæksidemateriale

| 2.39. | »raspning«: den proces, som anvendes til fjernelse af gammelt materiale fra karkassen for at klargøre overfladen til det nye materiale |
| --- | --- |

2.39.

»raspning«: den proces, som anvendes til fjernelse af gammelt materiale fra karkassen for at klargøre overfladen til det nye materiale

| 2.40. | »reparation«: det udbedrende arbejde, som udføres på beskadigede karkasser inden for vedtagne grænser |
| --- | --- |

2.40.

»reparation«: det udbedrende arbejde, som udføres på beskadigede karkasser inden for vedtagne grænser

| 2.41. | »slidbanemateriale«: materiale af en beskaffenhed, som gør det egnet til at erstatte den slidte slidbane. Det kan have forskellige former så som: |
| --- | --- |

2.41.

»slidbanemateriale«: materiale af en beskaffenhed, som gør det egnet til at erstatte den slidte slidbane. Det kan have forskellige former så som:

| 2.41.1. | »slidbanegummi«: forskårne længder af materiale, som er ekstruderet således, at det frembringer den ønskede tværsnitsprofil og derefter monteret koldt på den forberedte karkasse. Det nye materiale skal vulkaniseres |
| --- | --- |

2.41.1.

»slidbanegummi«: forskårne længder af materiale, som er ekstruderet således, at det frembringer den ønskede tværsnitsprofil og derefter monteret koldt på den forberedte karkasse. Det nye materiale skal vulkaniseres

| 2.41.2. | »båndviklet« (strips): et bånd af slidbanemateriale, som ekstruderes direkte og vikles på den forberedte karkasse og opbygges til den ønskede tværsnitsprofil. Det nye materiale skal vulkaniseres |
| --- | --- |

2.41.2.

»båndviklet« (strips): et bånd af slidbanemateriale, som ekstruderes direkte og vikles på den forberedte karkasse og opbygges til den ønskede tværsnitsprofil. Det nye materiale skal vulkaniseres

| 2.41.3. | »direkte ekstrudering«: slidbanemateriale, som ekstruderes for at opnå den ønskede tværsnitsprofil. Når det nye materiale er ekstruderet direkte på den forberedte karkasse, skal det vulkaniseres |
| --- | --- |

2.41.3.

»direkte ekstrudering«: slidbanemateriale, som ekstruderes for at opnå den ønskede tværsnitsprofil. Når det nye materiale er ekstruderet direkte på den forberedte karkasse, skal det vulkaniseres

| 2.41.4. | »forvulkaniseret«: en tidligere formet og vulkaniseret slidbane, som sættes direkte på den forberedte karkasse. Det nye materiale skal fæstnes til karkassen |
| --- | --- |

2.41.4.

»forvulkaniseret«: en tidligere formet og vulkaniseret slidbane, som sættes direkte på den forberedte karkasse. Det nye materiale skal fæstnes til karkassen

| 2.42. | »sidegummi«: materiale, som anvendes til at dække karkassens sider, hvorved de nødvendige mærker kan påføres |
| --- | --- |

2.42.

»sidegummi«: materiale, som anvendes til at dække karkassens sider, hvorved de nødvendige mærker kan påføres

| 2.43. | »bindegummi«: materiale, der anvendes som bindelag mellem den nye slidbane og karkassen samt til reparation af mindre skader |
| --- | --- |

2.43.

»bindegummi«: materiale, der anvendes som bindelag mellem den nye slidbane og karkassen samt til reparation af mindre skader

| 2.44. | »klæber« (solution): er en klæbemiddelopløsning, som holder nye materialer på plads før vulkaniseringen |
| --- | --- |

2.44.

»klæber« (solution): er en klæbemiddelopløsning, som holder nye materialer på plads før vulkaniseringen

| 2.45. | »vulkanisering«: betegnelsen for den ændring af det nye materiales fysiske egenskaber, som sædvanligvis frembringes ved udsættelse for varme og tryk i et bestemt tidsrum under kontrollerede betingelser |
| --- | --- |

2.45.

»vulkanisering«: betegnelsen for den ændring af det nye materiales fysiske egenskaber, som sædvanligvis frembringes ved udsættelse for varme og tryk i et bestemt tidsrum under kontrollerede betingelser

| 2.46. | »dækkets urundhed«: variationen i dækkets radius, målt ved den ydre omkreds på slidbanens overflade |
| --- | --- |

2.46.

»dækkets urundhed«: variationen i dækkets radius, målt ved den ydre omkreds på slidbanens overflade

| 2.47. | »ubalance«: et mål for variationen i massefordelingen omkring dækkets midterakse. Den kan måles enten som statisk eller dynamisk ubalance. |
| --- | --- |

2.47.

»ubalance«: et mål for variationen i massefordelingen omkring dækkets midterakse. Den kan måles enten som statisk eller dynamisk ubalance.

3.   MÆRKNING

| 3.1. | I bilag 3 findes et eksempel på det regummierede dæks mærkninger. |
| --- | --- |

3.1.

I bilag 3 findes et eksempel på det regummierede dæks mærkninger.

| 3.2. | Regummierede dæk skal — for symmetriske dæk på begge sider, for asymmetriske dæk i det mindste på den udvendige dækside — have følgende mærkninger: |
| --- | --- |

3.2.

Regummierede dæk skal — for symmetriske dæk på begge sider, for asymmetriske dæk i det mindste på den udvendige dækside — have følgende mærkninger:

| 3.2.1. | fabriks- eller firmamærke |
| --- | --- |

3.2.1.

fabriks- eller firmamærke

| 3.2.2. | dækdimensionsbetegnelse som defineret i punkt 2.21 |
| --- | --- |

3.2.2.

dækdimensionsbetegnelse som defineret i punkt 2.21

| 3.2.3. | følgende angivelse af opbygningen: |
| --- | --- |

3.2.3.

følgende angivelse af opbygningen:

| 3.2.3.1. | for diagonaldæk (krydslagsdæk): ingen angivelse, eller bogstavet »D« foran fælgdiametermærkningen |
| --- | --- |

3.2.3.1.

for diagonaldæk (krydslagsdæk): ingen angivelse, eller bogstavet »D« foran fælgdiametermærkningen

| 3.2.3.2. | for radialdæk: bogstavet »R« foran fælgdiametermærkningen samt, valgfrit, ordet »RADIAL« |
| --- | --- |

3.2.3.2.

for radialdæk: bogstavet »R« foran fælgdiametermærkningen samt, valgfrit, ordet »RADIAL«

| 3.2.3.3. | for diagonalbæltedæk: bogstavet »B« placeret foran fælgdiametermærkningen samt ordene »BIAS-BELTED« |
| --- | --- |

3.2.3.3.

for diagonalbæltedæk: bogstavet »B« placeret foran fælgdiametermærkningen samt ordene »BIAS-BELTED«

| 3.2.4. | driftsbeskrivelse, bestående af: |
| --- | --- |

3.2.4.

driftsbeskrivelse, bestående af:

| 3.2.4.1. | dækkets nominelle belastningsevne, angivet ved det i punkt 2.33 foreskrevne belastningstal |
| --- | --- |

3.2.4.1.

dækkets nominelle belastningsevne, angivet ved det i punkt 2.33 foreskrevne belastningstal

| 3.2.4.2. | dækkets nominelle hastighedsevne, angivet ved den i punkt 2.34 foreskrevne kode |
| --- | --- |

3.2.4.2.

dækkets nominelle hastighedsevne, angivet ved den i punkt 2.34 foreskrevne kode

| 3.2.5. | såfremt dækket er konstrueret til brug uden indvendig slange, ordet »TUBELESS« |
| --- | --- |

3.2.5.

såfremt dækket er konstrueret til brug uden indvendig slange, ordet »TUBELESS«

| 3.2.6. | for vinterdæk, påskriften M+S eller MS eller M.S. eller M & S |
| --- | --- |

3.2.6.

for vinterdæk, påskriften M+S eller MS eller M.S. eller M & S

| 3.2.7. | regummieringsdatoen som følger: |
| --- | --- |

3.2.7.

regummieringsdatoen som følger:

| 3.2.7.1. | til og med 31. december 1999: enten som foreskrevet i punkt 3.2.7.2, eller angivet ved en gruppe på tre cifre, hvoraf de to første angiver ugenummeret, det tredje året i fabrikationstiåret. Datokoden kan dække en fabrikationsperiode fra den uge, som angives af ugenummeret, til og med ugenummeret plus tre. F.eks. angiver påskriften »253« et dæk, som er regummieret i uge 25, 26, 27 eller 28 i året 1993.
  Datokoden behøver kun være angivet på den ene dækside |
| --- | --- |

3.2.7.1.

til og med 31. december 1999: enten som foreskrevet i punkt 3.2.7.2, eller angivet ved en gruppe på tre cifre, hvoraf de to første angiver ugenummeret, det tredje året i fabrikationstiåret. Datokoden kan dække en fabrikationsperiode fra den uge, som angives af ugenummeret, til og med ugenummeret plus tre. F.eks. angiver påskriften »253« et dæk, som er regummieret i uge 25, 26, 27 eller 28 i året 1993.

Datokoden behøver kun være angivet på den ene dækside

| 3.2.7.2. | fra den 1. januar 2000: angivet ved en gruppe på fire cifre, hvoraf de to første angiver uge og de to efterfølgende det år, da dækket er regummieret. Datokoden kan dække en fabrikationsperiode fra den uge, som angives af ugenummeret, til og med ugenummeret plus tre. F.eks. angiver påskriften »2503« et dæk, som er regummieret i uge 25, 26, 27 eller 28 i 2003.
  Datokoden behøver kun være angivet på den ene dækside |
| --- | --- |

3.2.7.2.

fra den 1. januar 2000: angivet ved en gruppe på fire cifre, hvoraf de to første angiver uge og de to efterfølgende det år, da dækket er regummieret. Datokoden kan dække en fabrikationsperiode fra den uge, som angives af ugenummeret, til og med ugenummeret plus tre. F.eks. angiver påskriften »2503« et dæk, som er regummieret i uge 25, 26, 27 eller 28 i 2003.

Datokoden behøver kun være angivet på den ene dækside

| 3.2.8. | angivelsen »RETREAD« (regummieret) eller »REMOULD« (genstøbt) (fra den 1. januar 1999 må kun angivelsen »RETREAD« benyttes). På anmodning af regummieringsvirksomheden kan samme angivelse tilføjes på et andet sprog. |
| --- | --- |

3.2.8.

angivelsen »RETREAD« (regummieret) eller »REMOULD« (genstøbt) (fra den 1. januar 1999 må kun angivelsen »RETREAD« benyttes). På anmodning af regummieringsvirksomheden kan samme angivelse tilføjes på et andet sprog.

| 3.3. | Før typegodkendelse skal dækkene have en tom plads, der er tilstrækkelig stor til at rumme det typegodkendelsesmærke, som er omhandlet i punkt 5.8 og gengivet i bilag 2 til dette regulativ. |
| --- | --- |

3.3.

Før typegodkendelse skal dækkene have en tom plads, der er tilstrækkelig stor til at rumme det typegodkendelsesmærke, som er omhandlet i punkt 5.8 og gengivet i bilag 2 til dette regulativ.

| 3.4. | Efter typegodkendelse skal de mærker, som er omhandlet i punkt 5.8 og gengivet i bilag 2 til dette regulativ, placeres på den tomme plads omhandlet i punkt 3.3. Disse mærker behøver kun være påført den ene dækside. |
| --- | --- |

3.4.

Efter typegodkendelse skal de mærker, som er omhandlet i punkt 5.8 og gengivet i bilag 2 til dette regulativ, placeres på den tomme plads omhandlet i punkt 3.3. Disse mærker behøver kun være påført den ene dækside.

| 3.5. | De i punkt 3.2 omhandlede mærkninger og det i punkt 3.4 og 5.8 foreskrevne typegodkendelsesmærke skal være let læselige og støbt på eller i dækket eller permanent angivet på dækket. |
| --- | --- |

3.5.

De i punkt 3.2 omhandlede mærkninger og det i punkt 3.4 og 5.8 foreskrevne typegodkendelsesmærke skal være let læselige og støbt på eller i dækket eller permanent angivet på dækket.

| 3.6. | Såfremt nogen af den oprindelige fabrikants påskrifter stadig er synlige efter regummiering, anses disse for regummieringsvirksomhedens forskrifter og finder anvendelse på det regummierede dæk. Finder de oprindelige påskrifter ikke længere anvendelse på det regummierede dæk, skal de fjernes fuldstændig. |
| --- | --- |

3.6.

Såfremt nogen af den oprindelige fabrikants påskrifter stadig er synlige efter regummiering, anses disse for regummieringsvirksomhedens forskrifter og finder anvendelse på det regummierede dæk. Finder de oprindelige påskrifter ikke længere anvendelse på det regummierede dæk, skal de fjernes fuldstændig.

| 3.7. | Det oprindelige godkendelsesmærke »E« eller »e« og godkendelsesnummeret skal fjernes. |
| --- | --- |

3.7.

Det oprindelige godkendelsesmærke »E« eller »e« og godkendelsesnummeret skal fjernes.

4.   ANSØGNING OM GODKENDELSE

Følgende procedurer finder anvendelse for godkendelse af regummieringsvirksomheder:

| 4.1. | Ansøgning om godkendelse af en regummieringsvirksomhed indgives enten af indehaveren af det fabriksmærke eller handelsnavn, som skal påføres dækket, eller af dennes befuldmægtigede repræsentant. I ansøgningen skal oplyses: |
| --- | --- |

4.1.

Ansøgning om godkendelse af en regummieringsvirksomhed indgives enten af indehaveren af det fabriksmærke eller handelsnavn, som skal påføres dækket, eller af dennes befuldmægtigede repræsentant. I ansøgningen skal oplyses:

| 4.1.1. | regummieringsvirksomhedens opbygning |
| --- | --- |

4.1.1.

regummieringsvirksomhedens opbygning

| 4.1.2. | kort beskrivelse af det kvalitetsstyringssystem, som sikrer effektiv kontrol af, at regummieringsprocedurerne opfylder dette regulativs forskrifter |
| --- | --- |

4.1.2.

kort beskrivelse af det kvalitetsstyringssystem, som sikrer effektiv kontrol af, at regummieringsprocedurerne opfylder dette regulativs forskrifter

| 4.1.3. | navn eller fabriksmærke, som påføres de regummierede dæk |
| --- | --- |

4.1.3.

navn eller fabriksmærke, som påføres de regummierede dæk

| 4.1.4. | nedenstående oplysninger vedrørende det sortiment af dæk, som skal regummieres: |
| --- | --- |

4.1.4.

nedenstående oplysninger vedrørende det sortiment af dæk, som skal regummieres:

| 4.1.4.1. | sortiment af dækstørrelser |
| --- | --- |

4.1.4.1.

sortiment af dækstørrelser

| 4.1.4.2. | dækkenes opbygning (diagonal, diagonalbælte eller radial) |
| --- | --- |

4.1.4.2.

dækkenes opbygning (diagonal, diagonalbælte eller radial)

| 4.1.4.3. | dækkenes anvendelsesart (normaldæk, vinterdæk osv.) |
| --- | --- |

4.1.4.3.

dækkenes anvendelsesart (normaldæk, vinterdæk osv.)

| 4.1.4.4. | det regummieringssystem og den belægningsmetode, som skal anvendes til de nye materialer, som angivet i punkt 2.37 og 2.41 |
| --- | --- |

4.1.4.4.

det regummieringssystem og den belægningsmetode, som skal anvendes til de nye materialer, som angivet i punkt 2.37 og 2.41

| 4.1.4.5. | maksimalhastighedskode for de dæk, som skal regummieres |
| --- | --- |

4.1.4.5.

maksimalhastighedskode for de dæk, som skal regummieres

| 4.1.4.6. | maksimalbelastningstal for de dæk, som skal regummieres |
| --- | --- |

4.1.4.6.

maksimalbelastningstal for de dæk, som skal regummieres

| 4.1.4.7. | den angivne internationale dæknorm, som dæksortimentet overholder. |
| --- | --- |

4.1.4.7.

den angivne internationale dæknorm, som dæksortimentet overholder.

5.   GODKENDELSE

| 5.1. | Regummieringsvirksomheden skal for at udføre regummiering være godkendt af de kompetente myndigheder efter dette regulativs forskrifter. De kompetente myndigheder træffer de nødvendige foranstaltninger som foreskrevet i dette regulativ til at sikre, at regummieringen i den pågældende produktionsvirksomhed finder sted i overensstemmelse med forskrifterne i dette regulativ. Regummieringsvirksomheden har det fulde ansvar for, at de regummierede dæk er i overensstemmelse med forskrifterne i dette regulativ og for, at deres ydeevne er tilstrækkelig til normal brug. |
| --- | --- |

5.1.

Regummieringsvirksomheden skal for at udføre regummiering være godkendt af de kompetente myndigheder efter dette regulativs forskrifter. De kompetente myndigheder træffer de nødvendige foranstaltninger som foreskrevet i dette regulativ til at sikre, at regummieringen i den pågældende produktionsvirksomhed finder sted i overensstemmelse med forskrifterne i dette regulativ. Regummieringsvirksomheden har det fulde ansvar for, at de regummierede dæk er i overensstemmelse med forskrifterne i dette regulativ og for, at deres ydeevne er tilstrækkelig til normal brug.

| 5.2. | Ud over overholdelse af sædvanlige krav vedrørende indledende vurdering af regummieringsanlægget skal den kompetente myndighed påse, at arbejdsgange, driftsbetingelser, anvisninger og specifikationer leveret af materialeleverandøren er udfærdiget på et sprog, som let forstås af regummieringsvirksomhedens ansatte. |
| --- | --- |

5.2.

Ud over overholdelse af sædvanlige krav vedrørende indledende vurdering af regummieringsanlægget skal den kompetente myndighed påse, at arbejdsgange, driftsbetingelser, anvisninger og specifikationer leveret af materialeleverandøren er udfærdiget på et sprog, som let forstås af regummieringsvirksomhedens ansatte.

| 5.3. | De kompetente myndigheder påser, at der i procedurer og driftshåndbøger for hver regummieringsvirksomhed er fastlagt grænser for, hvilke skader eller flænger i karkassen, som kan repareres med de anvendte materialer og arbejdsgange, uanset om skaden allerede findes eller opstår ved forberedelsen af dækket til regummiering. |
| --- | --- |

5.3.

De kompetente myndigheder påser, at der i procedurer og driftshåndbøger for hver regummieringsvirksomhed er fastlagt grænser for, hvilke skader eller flænger i karkassen, som kan repareres med de anvendte materialer og arbejdsgange, uanset om skaden allerede findes eller opstår ved forberedelsen af dækket til regummiering.

| 5.4. | Før godkendelse skal de kompetente myndigheder finde det godtgjort, at de regummierede dæk er i overensstemmelse med dette regulativ, og at de i punkt 6.7 og 6.8 foreskrevne prøvninger med tilfredsstillende resultat er gennemført på mindst 5 (men ikke nødvendigvis over 20) prøver af regummierede dæk, som er repræsentative for det dæksortiment, virksomheden producerer. |
| --- | --- |

5.4.

Før godkendelse skal de kompetente myndigheder finde det godtgjort, at de regummierede dæk er i overensstemmelse med dette regulativ, og at de i punkt 6.7 og 6.8 foreskrevne prøvninger med tilfredsstillende resultat er gennemført på mindst 5 (men ikke nødvendigvis over 20) prøver af regummierede dæk, som er repræsentative for det dæksortiment, virksomheden producerer.

| 5.5. | For hvert svigt, som konstateres ved disse prøver, skal yderligere to prøveeksemplarer af dækket med samme specifikationer afprøves.
  Såfremt den ene eller begge disse prøveeksemplarer udviser svigt, skal en endelig prøve på to eksemplarer afprøves.
  Såfremt den ene eller begge disse prøveeksemplarer udviser svigt, skal godkendelse af regummieringsvirksomheden nægtes. |
| --- | --- |

5.5.

For hvert svigt, som konstateres ved disse prøver, skal yderligere to prøveeksemplarer af dækket med samme specifikationer afprøves.

Såfremt den ene eller begge disse prøveeksemplarer udviser svigt, skal en endelig prøve på to eksemplarer afprøves.

Såfremt den ene eller begge disse prøveeksemplarer udviser svigt, skal godkendelse af regummieringsvirksomheden nægtes.

| 5.6. | Er alle forskrifter i dette regulativ opfyldt, meddeles godkendelse og tildeles et godkendelsesnummer for hver godkendt virksomhed. De to første cifre af dette nummer angiver den ændringsserie, som indeholder de seneste tekniske ændringer af regulativet på den dato, da godkendelsen udstedtes. Godkendelsesnummeret forsynes med den foranstillede angivelse »108R«, som angiver, at godkendelsen vedrører et dæk, som er regummieret i henhold til dette regulativs forskrifter. Samme myndighed kan ikke tildele samme nummer til en anden produktionsvirksomhed, som omfattes af dette regulativ. |
| --- | --- |

5.6.

Er alle forskrifter i dette regulativ opfyldt, meddeles godkendelse og tildeles et godkendelsesnummer for hver godkendt virksomhed. De to første cifre af dette nummer angiver den ændringsserie, som indeholder de seneste tekniske ændringer af regulativet på den dato, da godkendelsen udstedtes. Godkendelsesnummeret forsynes med den foranstillede angivelse »108R«, som angiver, at godkendelsen vedrører et dæk, som er regummieret i henhold til dette regulativs forskrifter. Samme myndighed kan ikke tildele samme nummer til en anden produktionsvirksomhed, som omfattes af dette regulativ.

| 5.7. | Underretning om godkendelse, udvidelse, nægtelse eller inddragelse af en godkendelse, eller endeligt ophør af produktionen i henhold til dette regulativ, skal gives de kontraherende parter, der anvender dette regulativ, ved brug af et oplysningsskema svarende til modellen i bilag 1. |
| --- | --- |

5.7.

Underretning om godkendelse, udvidelse, nægtelse eller inddragelse af en godkendelse, eller endeligt ophør af produktionen i henhold til dette regulativ, skal gives de kontraherende parter, der anvender dette regulativ, ved brug af et oplysningsskema svarende til modellen i bilag 1.

| 5.8. | På regummierede dæk, som overholder dette regulativ, skal der på det i punkt 3.3 angivne sted ud over de i punkt 3.2 foreskrevne mærker påføres et internationalt godkendelsesmærke, bestående af: |
| --- | --- |

5.8.

På regummierede dæk, som overholder dette regulativ, skal der på det i punkt 3.3 angivne sted ud over de i punkt 3.2 foreskrevne mærker påføres et internationalt godkendelsesmærke, bestående af:

| 5.8.1. | en cirkel, som omslutter bogstavet »E«, efterfulgt af kendingsnummeret på den stat, som har udstedt godkendelsen. (8); og |
| --- | --- |

5.8.1.

en cirkel, som omslutter bogstavet »E«, efterfulgt af kendingsnummeret på den stat, som har udstedt godkendelsen. (8); og

| 5.8.2. | det i punkt 5.6 omhandlede godkendelsesnummer. |
| --- | --- |

5.8.2.

det i punkt 5.6 omhandlede godkendelsesnummer.

| 5.9. | I bilag 2 til dette regulativ er givet et eksempel på godkendelsesmærkets udformning. |
| --- | --- |

5.9.

I bilag 2 til dette regulativ er givet et eksempel på godkendelsesmærkets udformning.

6.   FORSKRIFTER

| 6.1. | Dæk må ikke modtages til regummiering, medmindre de er typegodkendt og forsynet med påskriften »E« eller »e«; denne forskrift er dog ikke obligatorisk før senest den 1. januar 2000. |
| --- | --- |

6.1.

Dæk må ikke modtages til regummiering, medmindre de er typegodkendt og forsynet med påskriften »E« eller »e«; denne forskrift er dog ikke obligatorisk før senest den 1. januar 2000.

| 6.1.1. | Højhastighedsdæk, som kun er forsynet med påskriften »ZR« i dækdimensionsbetegnelsen, og som ikke er forsynet med en driftsbeskrivelse, må ikke regummieres. |
| --- | --- |

6.1.1.

Højhastighedsdæk, som kun er forsynet med påskriften »ZR« i dækdimensionsbetegnelsen, og som ikke er forsynet med en driftsbeskrivelse, må ikke regummieres.

| 6.2. | Dæk, som tidligere er regummieret, må ikke modtages til yderligere regummiering. |
| --- | --- |

6.2.

Dæk, som tidligere er regummieret, må ikke modtages til yderligere regummiering.

| 6.3. | Karkasser, som modtages til regummiering, må ikke være over syv år gamle, idet datomærkningen på det originale dæk er gældende; f.eks. må et dæk mærket »253« regummieres indtil udgangen af år 2000. |
| --- | --- |

6.3.

Karkasser, som modtages til regummiering, må ikke være over syv år gamle, idet datomærkningen på det originale dæk er gældende; f.eks. må et dæk mærket »253« regummieres indtil udgangen af år 2000.

| 6.4. | Betingelser, som skal være opfyldt inden regummiering: |
| --- | --- |

6.4.

Betingelser, som skal være opfyldt inden regummiering:

| 6.4.1. | Dæk skal være rene og tørre, før de inspiceres. |
| --- | --- |

6.4.1.

Dæk skal være rene og tørre, før de inspiceres.

| 6.4.2. | Før raspning skal hvert dæk undersøges omhyggeligt indvendigt og udvendigt for at sikre, at det er egnet til regummiering. |
| --- | --- |

6.4.2.

Før raspning skal hvert dæk undersøges omhyggeligt indvendigt og udvendigt for at sikre, at det er egnet til regummiering.

| 6.4.3. | Dæk med synlige skader som følge af overbelastning eller for lavt dæktryk må ikke regummieres. |
| --- | --- |

6.4.3.

Dæk med synlige skader som følge af overbelastning eller for lavt dæktryk må ikke regummieres.

| 6.4.4. | Dæk som frembyder nogen af nedenstående defekter, må ikke modtages til regummiering: |
| --- | --- |

6.4.4.

Dæk som frembyder nogen af nedenstående defekter, må ikke modtages til regummiering:

| 6.4.4.1. | a) | større revner, som når ind til karkassen |
| --- | --- | --- |

6.4.4.1.

a)

større revner, som når ind til karkassen

| b) | for hastighedskategorier over »H«, gennemtrængning eller beskadigelse af karkassen, medmindre den pågældende karkasse skal ned i en lavere hastighedskategori |
| --- | --- |

b)

for hastighedskategorier over »H«, gennemtrængning eller beskadigelse af karkassen, medmindre den pågældende karkasse skal ned i en lavere hastighedskategori

| c) | tidligere reparation af skader uden for de foreskrevne skadegrænser — se punkt 5.3 |
| --- | --- |

c)

tidligere reparation af skader uden for de foreskrevne skadegrænser — se punkt 5.3

| d) | adskilt karkasse (separation) |
| --- | --- |

d)

adskilt karkasse (separation)

| e) | væsentligt angreb af carbonhydrider eller kemikalier |
| --- | --- |

e)

væsentligt angreb af carbonhydrider eller kemikalier

| f) | flere skader for tæt på hinanden |
| --- | --- |

f)

flere skader for tæt på hinanden

| g) | beskadiget eller brudt vulst |
| --- | --- |

g)

beskadiget eller brudt vulst

| h) | ældning eller beskadigelse af inderliningen, som ikke kan repareres |
| --- | --- |

h)

ældning eller beskadigelse af inderliningen, som ikke kan repareres

| i) | anden beskadigelse af vulsten end sekundære skader alene på »gummiet« |
| --- | --- |

i)

anden beskadigelse af vulsten end sekundære skader alene på »gummiet«

| j) | karkassens vævtråde blottede som følge af slidbaneslitage eller ridset dækside |
| --- | --- |

j)

karkassens vævtråde blottede som følge af slidbaneslitage eller ridset dækside

| k) | separation af slidbane- eller dæksidemateriale fra karkassen, som ikke kan repareres |
| --- | --- |

k)

separation af slidbane- eller dæksidemateriale fra karkassen, som ikke kan repareres

| l) | beskadigelse af opbygningen i dæksideområdet. |
| --- | --- |

l)

beskadigelse af opbygningen i dæksideområdet.

| 6.4.5. | Radialdækkarkasser, som udviser separation i bæltet ud over let løsning i bæltekanten, må ikke modtages til regummiering. |
| --- | --- |

6.4.5.

Radialdækkarkasser, som udviser separation i bæltet ud over let løsning i bæltekanten, må ikke modtages til regummiering.

| 6.5. | Forberedelse: |
| --- | --- |

6.5.

Forberedelse:

| 6.5.1. | Hvert dæk skal efter raspning og før påføring af nyt materiale igen undersøges grundigt i det mindste udvendigt for at sikre, at det fortsat er egnet til regummiering. |
| --- | --- |

6.5.1.

Hvert dæk skal efter raspning og før påføring af nyt materiale igen undersøges grundigt i det mindste udvendigt for at sikre, at det fortsat er egnet til regummiering.

| 6.5.2. | Hele den overflade, som skal påføres nyt materiale, skal være klargjort uden overophedning. Den må ikke have flænger forårsaget af raspningen eller være flosset. |
| --- | --- |

6.5.2.

Hele den overflade, som skal påføres nyt materiale, skal være klargjort uden overophedning. Den må ikke have flænger forårsaget af raspningen eller være flosset.

| 6.5.3. | Hvis der skal anvendes forvulkaniseret materiale, skal konturerne af det forberedte område overholde materialefabrikantens forskrifter. |
| --- | --- |

6.5.3.

Hvis der skal anvendes forvulkaniseret materiale, skal konturerne af det forberedte område overholde materialefabrikantens forskrifter.

| 6.5.4. | Løse trådender er ikke tilladt. |
| --- | --- |

6.5.4.

Løse trådender er ikke tilladt.

| 6.5.5. | Karkassetrådene må ikke beskadiges under forberedelsesprocessen. |
| --- | --- |

6.5.5.

Karkassetrådene må ikke beskadiges under forberedelsesprocessen.

| 6.5.6. | Raspningsskader på et radialdæks bælte skal være begrænset til karkassens yderste lag. |
| --- | --- |

6.5.6.

Raspningsskader på et radialdæks bælte skal være begrænset til karkassens yderste lag.

| 6.5.7. | På diagonaldæk er grænserne for raspningsskader følgende: |
| --- | --- |

6.5.7.

På diagonaldæk er grænserne for raspningsskader følgende:

| 6.5.7.1. | Ved tolagsopbygning må der ikke være skader på karkassen, bortset fra let lokal raspningsskade af karkassesamlingen. |
| --- | --- |

6.5.7.1.

Ved tolagsopbygning må der ikke være skader på karkassen, bortset fra let lokal raspningsskade af karkassesamlingen.

| 6.5.7.2. | Ved slangeløse dæk med tolagsopbygning med beskyttelseslag må der ikke være beskadigelse af karkassen eller beskyttelseslaget. |
| --- | --- |

6.5.7.2.

Ved slangeløse dæk med tolagsopbygning med beskyttelseslag må der ikke være beskadigelse af karkassen eller beskyttelseslaget.

| 6.5.7.3. | Ved dæk med slanger med tolagsopbygning med beskyttelseslag er lokal beskadigelse af beskyttelseslaget tilladt. |
| --- | --- |

6.5.7.3.

Ved dæk med slanger med tolagsopbygning med beskyttelseslag er lokal beskadigelse af beskyttelseslaget tilladt.

| 6.5.7.4. | Ved slangeløse dæk, hvis opbygning består af fire lag eller derover, må der ikke være beskadigelse af karkassen eller beskyttelseslaget. |
| --- | --- |

6.5.7.4.

Ved slangeløse dæk, hvis opbygning består af fire lag eller derover, må der ikke være beskadigelse af karkassen eller beskyttelseslaget.

| 6.5.7.5. | For opbygninger med fire lag eller derover for dæk med slange skal beskadigelsen være begrænset til det yderste lag af topzonen. |
| --- | --- |

6.5.7.5.

For opbygninger med fire lag eller derover for dæk med slange skal beskadigelsen være begrænset til det yderste lag af topzonen.

| 6.5.8. | Blottede ståldele skal hurtigst muligt behandles med et egnet middel som angivet af fabrikanten af det pågældende middel. |
| --- | --- |

6.5.8.

Blottede ståldele skal hurtigst muligt behandles med et egnet middel som angivet af fabrikanten af det pågældende middel.

| 6.6. | Regummiering: |
| --- | --- |

6.6.

Regummiering:

| 6.6.1. | Regummieringsvirksomheden sørger for, at fabrikanten eller leverandøren af reparationsmaterialet, herunder lapper, er ansvarlig for følgende:






  a) | at angive metoder til påføring og opbevaring. På anmodning af regummieringsvirksomheden skal sådanne oplysninger gives på det officielle sprog i den stat, hvor materialerne skal anvendes |
| --- | --- | --- |

6.6.1.

Regummieringsvirksomheden sørger for, at fabrikanten eller leverandøren af reparationsmaterialet, herunder lapper, er ansvarlig for følgende:

a)

at angive metoder til påføring og opbevaring. På anmodning af regummieringsvirksomheden skal sådanne oplysninger gives på det officielle sprog i den stat, hvor materialerne skal anvendes

| b) | at angive grænser for de beskadigelser, som regummieringsmaterialerne kan anvendes på. På anmodning af regummieringsvirksomheden skal sådanne oplysninger gives på det officielle sprog i den stat, hvor materialerne skal anvendes |
| --- | --- |

b)

at angive grænser for de beskadigelser, som regummieringsmaterialerne kan anvendes på. På anmodning af regummieringsvirksomheden skal sådanne oplysninger gives på det officielle sprog i den stat, hvor materialerne skal anvendes

| c) | at sikre, at forstærkede lapper til dæk er egnede til formålet, når de anvendes korrekt ved reparation af karkassen |
| --- | --- |

c)

at sikre, at forstærkede lapper til dæk er egnede til formålet, når de anvendes korrekt ved reparation af karkassen

| d) | at sikre, at lapperne kan bære det dobbelte af det maksimale dæktryk, som foreskrives af dækfabrikanten |
| --- | --- |

d)

at sikre, at lapperne kan bære det dobbelte af det maksimale dæktryk, som foreskrives af dækfabrikanten

| e) | at sikre, at eventuelt andet reparationsmateriale er egnet til den påtænkte anvendelse. |
| --- | --- |

e)

at sikre, at eventuelt andet reparationsmateriale er egnet til den påtænkte anvendelse.

| 6.6.2. | Regummieringsvirksomheden er ansvarlig for korrekt anvendelse af regummieringsmaterialet og for at sikre, at reparationen er uden fejl, som kan påvirke dækkets driftslevetid. |
| --- | --- |

6.6.2.

Regummieringsvirksomheden er ansvarlig for korrekt anvendelse af regummieringsmaterialet og for at sikre, at reparationen er uden fejl, som kan påvirke dækkets driftslevetid.

| 6.6.3. | Regummieringsvirksomheden skal sikre, at fabrikanten eller leverandøren af det materiale, som anvendes til slidbane og dæksider, fastlægger betingelser for opbevaring og anvendelse af sådant materiale med henblik på at sikre dets kvalitet. På anmodning af regummieringsvirksomheden skal sådanne oplysninger gives på det officielle sprog i den stat, hvor materialet skal anvendes. |
| --- | --- |

6.6.3.

Regummieringsvirksomheden skal sikre, at fabrikanten eller leverandøren af det materiale, som anvendes til slidbane og dæksider, fastlægger betingelser for opbevaring og anvendelse af sådant materiale med henblik på at sikre dets kvalitet. På anmodning af regummieringsvirksomheden skal sådanne oplysninger gives på det officielle sprog i den stat, hvor materialet skal anvendes.

| 6.6.4. | Regummieringsvirksomheden skal sikre, at sammensætningen af reparationsmateriale og/eller ‐forbindelse er angivet i et dokument fra fabrikanten eller leverandøren. Materialeblandingen skal være egnet til den anvendelse, dækket er bestemt til. |
| --- | --- |

6.6.4.

Regummieringsvirksomheden skal sikre, at sammensætningen af reparationsmateriale og/eller ‐forbindelse er angivet i et dokument fra fabrikanten eller leverandøren. Materialeblandingen skal være egnet til den anvendelse, dækket er bestemt til.

| 6.6.5. | Det forarbejdede dæk skal vulkaniseres snarest muligt efter færdiggørelse af reparations- og renoveringsarbejdet og senest som foreskrevet af materialefabrikanten. |
| --- | --- |

6.6.5.

Det forarbejdede dæk skal vulkaniseres snarest muligt efter færdiggørelse af reparations- og renoveringsarbejdet og senest som foreskrevet af materialefabrikanten.

| 6.6.6. | Dækket skal vulkaniseres i et passende tidsrum og under passende temperatur og tryk som foreskrevet for de(t) anvendte materialer og udstyr. |
| --- | --- |

6.6.6.

Dækket skal vulkaniseres i et passende tidsrum og under passende temperatur og tryk som foreskrevet for de(t) anvendte materialer og udstyr.

| 6.6.7. | Formens dimensioner skal være tilpasset tykkelsen af det nye materiale og den raspede karkasses størrelse. Radialdæk, må, når de støbes, kun vulkaniseres i radialforme eller radialt inddelte forme. |
| --- | --- |

6.6.7.

Formens dimensioner skal være tilpasset tykkelsen af det nye materiale og den raspede karkasses størrelse. Radialdæk, må, når de støbes, kun vulkaniseres i radialforme eller radialt inddelte forme.

| 6.6.8. | Det oprindelige materiales tykkelse efter raspning og det nye materiales gennemsnitstykkelse under slidbanemønsteret efter regummiering skal være som foreskrevet i punkt 6.6.8.1 og 6.6.8.2. Materialets tykkelse skal på alle punkter både på tværs af slidbanens bredde og rundt om hele dækkets omkreds være kontrolleret således, at bestemmelserne i punkt 6.7.5 og 6.7.6 er overholdt. |
| --- | --- |

6.6.8.

Det oprindelige materiales tykkelse efter raspning og det nye materiales gennemsnitstykkelse under slidbanemønsteret efter regummiering skal være som foreskrevet i punkt 6.6.8.1 og 6.6.8.2. Materialets tykkelse skal på alle punkter både på tværs af slidbanens bredde og rundt om hele dækkets omkreds være kontrolleret således, at bestemmelserne i punkt 6.7.5 og 6.7.6 er overholdt.

| 6.6.8.1. | For radialdæk og diagonalbæltedæk (mm):
  1,5 ≤ (A+B) ≤ 5 ((1,5 mm min.; 5,0 mm maks.)
  A ≥ 1 ((1,0 mm min.)
  B ≥ 0,5 (0,5 mm min.)



  P.D. = mønsterdybde
  X = raspningslinje
  A = det nye materiales gennemsnitstykkelse under mønsteret
  B = det oprindelige materiales minimumtykkelse over bæltet efter raspning |
| --- | --- |

6.6.8.1.

For radialdæk og diagonalbæltedæk (mm):

1,5 ≤ (A+B) ≤ 5 ((1,5 mm min.; 5,0 mm maks.)

A ≥ 1 ((1,0 mm min.)

B ≥ 0,5 (0,5 mm min.)

Image

P.D. = mønsterdybde

X = raspningslinje

A = det nye materiales gennemsnitstykkelse under mønsteret

B = det oprindelige materiales minimumtykkelse over bæltet efter raspning

| 6.6.8.2. | For diagonaldæk (krydslagsdæk):
  Det oprindelige materiale skal over beskyttelseslaget have en tykkelse af ≥ 0,00 mm
  Det nye materiale skal over den raspede karkasselinje have en tykkelse på ≥ 2,00 mm
  Det originale og nye materiale skal under rillernes bund i slidbanemønsteret have en samlet tykkelse på ≥ 2,00 mm og ≤ 5,00 mm. |
| --- | --- |

6.6.8.2.

For diagonaldæk (krydslagsdæk):

Det oprindelige materiale skal over beskyttelseslaget have en tykkelse af ≥ 0,00 mm

Det nye materiale skal over den raspede karkasselinje have en tykkelse på ≥ 2,00 mm

Det originale og nye materiale skal under rillernes bund i slidbanemønsteret have en samlet tykkelse på ≥ 2,00 mm og ≤ 5,00 mm.

| 6.6.9. | Det regummierede dæks driftsbeskrivelse må ikke vise højere hastighedskode eller belastningstal end det oprindelige førstegangsdæks. |
| --- | --- |

6.6.9.

Det regummierede dæks driftsbeskrivelse må ikke vise højere hastighedskode eller belastningstal end det oprindelige førstegangsdæks.

| 6.6.10. | Regummierede dæk skal have en hastighedskategori på mindst 120 km/h (L) og højst 300 km/h (Y). |
| --- | --- |

6.6.10.

Regummierede dæk skal have en hastighedskategori på mindst 120 km/h (L) og højst 300 km/h (Y).

| 6.6.11. | Der skal indbygges slidindikatorer som følger: |
| --- | --- |

6.6.11.

Der skal indbygges slidindikatorer som følger:

| 6.6.11.1. | De regummierede dæk skal være forsynet med mindst seks tværstillede rækker slidindikatorer, som har tilnærmelsesvis lige stor indbyrdes afstand og er placeret i slidbanens hovedriller. Slidindkatorerne må ikke kunne forveksles med materialekanterne mellem slidbanens ribber eller blokke. |
| --- | --- |

6.6.11.1.

De regummierede dæk skal være forsynet med mindst seks tværstillede rækker slidindikatorer, som har tilnærmelsesvis lige stor indbyrdes afstand og er placeret i slidbanens hovedriller. Slidindkatorerne må ikke kunne forveksles med materialekanterne mellem slidbanens ribber eller blokke.

| 6.6.11.2. | For dæk, som er bestemt til montering på fælge med nominel diameterkode på ikke over 12, kan fire rækker slidindikatorer dog godtages. |
| --- | --- |

6.6.11.2.

For dæk, som er bestemt til montering på fælge med nominel diameterkode på ikke over 12, kan fire rækker slidindikatorer dog godtages.

| 6.6.11.3. | Slidindkatorerne skal med en tolerance på + 0,60/– 0,00 mm kunne angive, at slidbanens rilledybde ikke er over 1,6 mm. |
| --- | --- |

6.6.11.3.

Slidindkatorerne skal med en tolerance på + 0,60/– 0,00 mm kunne angive, at slidbanens rilledybde ikke er over 1,6 mm.

| 6.6.11.4. | Slidindikatorernes højde bestemmes som forskellen, målt fra slidbanens overflade, mellem mønsterdybden, målt til slidindikatorernes overside, og mønsterdybden målt til bunden af mønsterrillerne tæt på den skrå overflade ved bunden af slidindikatorerne. |
| --- | --- |

6.6.11.4.

Slidindikatorernes højde bestemmes som forskellen, målt fra slidbanens overflade, mellem mønsterdybden, målt til slidindikatorernes overside, og mønsterdybden målt til bunden af mønsterrillerne tæt på den skrå overflade ved bunden af slidindikatorerne.

| 6.7. | Inspektion: |
| --- | --- |

6.7.

Inspektion:

| 6.7.1. | Efter vulkanisering, og medens dækket stadig er varmt, skal hvert regummieret dæk efterses for åbenbare fejl. Under eller efter regummieringen skal dækket oppumpes til et tryk på mindst 1,5 bar med henblik på undersøgelse. Er der synlige defekter i dækkets profil (f.eks. buler, fordybninger osv.), skal det undersøges specielt med henblik på at fastlægge årsagen til fejlen. |
| --- | --- |

6.7.1.

Efter vulkanisering, og medens dækket stadig er varmt, skal hvert regummieret dæk efterses for åbenbare fejl. Under eller efter regummieringen skal dækket oppumpes til et tryk på mindst 1,5 bar med henblik på undersøgelse. Er der synlige defekter i dækkets profil (f.eks. buler, fordybninger osv.), skal det undersøges specielt med henblik på at fastlægge årsagen til fejlen.

| 6.7.2. | Dækket skal før, under eller efter regummiering undersøges mindst én gang for at sikre, at dets opbygning er intakt, ved hjælp af en passende undersøgelsesmetode. |
| --- | --- |

6.7.2.

Dækket skal før, under eller efter regummiering undersøges mindst én gang for at sikre, at dets opbygning er intakt, ved hjælp af en passende undersøgelsesmetode.

| 6.7.3. | Med henblik på kvalitetskontrol skal et vist antal regummierede dæk underkastes destruktiv og/eller ikke-destruktiv prøvning eller undersøgelse. Det antal dæk, der kontrolleres, samt resultatet heraf skal registreres. |
| --- | --- |

6.7.3.

Med henblik på kvalitetskontrol skal et vist antal regummierede dæk underkastes destruktiv og/eller ikke-destruktiv prøvning eller undersøgelse. Det antal dæk, der kontrolleres, samt resultatet heraf skal registreres.

| 6.7.4. | Efter regummiering skal dækkets dimensioner, målt i henhold til bilag 6, være i overensstemmelse enten med de mål, der fremgår af metoderne i punkt 7, eller med bilag 5. |
| --- | --- |

6.7.4.

Efter regummiering skal dækkets dimensioner, målt i henhold til bilag 6, være i overensstemmelse enten med de mål, der fremgår af metoderne i punkt 7, eller med bilag 5.

| 6.7.5. | Det regummierede dæks urundhed må ikke være over 1,5 mm (måletolerance: + 0,4 mm). |
| --- | --- |

6.7.5.

Det regummierede dæks urundhed må ikke være over 1,5 mm (måletolerance: + 0,4 mm).

| 6.7.6. | Den maksimale statiske ubalance af det regummierede dæk, målt ved fælgdiameteren, må ikke være over 1,5 % af dækkets masse. |
| --- | --- |

6.7.6.

Den maksimale statiske ubalance af det regummierede dæk, målt ved fælgdiameteren, må ikke være over 1,5 % af dækkets masse.

| 6.7.7. | Slidindkatorerne skal opfylde forskrifterne i punkt 6.6.11. |
| --- | --- |

6.7.7.

Slidindkatorerne skal opfylde forskrifterne i punkt 6.6.11.

| 6.8. | Præstationsprøve: |
| --- | --- |

6.8.

Præstationsprøve:

| 6.8.1. | Dæk, som er regummieret i overensstemmelse med dette regulativs forskrifter, skal kunne bestå den i bilag 7 foreskrevne udholdenhedsprøve for belastning/hastighed. |
| --- | --- |

6.8.1.

Dæk, som er regummieret i overensstemmelse med dette regulativs forskrifter, skal kunne bestå den i bilag 7 foreskrevne udholdenhedsprøve for belastning/hastighed.

| 6.8.2. | Såfremt et dæk efter at have gennemgået udholdenhedsprøven for belastning/hastighed ikke udviser slidbaneseparation, lagseparation, trådseparation, løsrivning eller knækkede tråde, anses dækket for at have bestået prøven. |
| --- | --- |

6.8.2.

Såfremt et dæk efter at have gennemgået udholdenhedsprøven for belastning/hastighed ikke udviser slidbaneseparation, lagseparation, trådseparation, løsrivning eller knækkede tråde, anses dækket for at have bestået prøven.

| 6.8.3. | Dækkets udvendige diameter, målt seks timer efter udholdenhedsprøven for belastning/hastighed, må højst afvige ± 3,5 % fra den udvendige diameter, som er målt før prøvningen. |
| --- | --- |

6.8.3.

Dækkets udvendige diameter, målt seks timer efter udholdenhedsprøven for belastning/hastighed, må højst afvige ± 3,5 % fra den udvendige diameter, som er målt før prøvningen.

7.   SPECIFIKATIONER

| 7.1. | Dæk, som er regummieret i henhold til dette regulativ, skal have følgende mål: |
| --- | --- |

7.1.

Dæk, som er regummieret i henhold til dette regulativ, skal have følgende mål:

| 7.1.1. | Dækbredde: |
| --- | --- |

7.1.1.

Dækbredde:

| 7.1.1.1. | Dækbredden beregnes efter følgende formel:
  S = S1 + K (A — A1)
  hvor:
  S: er dækkets faktiske bredde, angivet i mm, målt på prøvefælgen
  S1: er »konstruktivt bestemt dækbredde«, henført til den målefælg, som beskrives i den internationale dækstandard, som af regummieringsvirksomheden angives for den pågældende dækdimension
  A: er prøvefælgens bredde i mm
  A1: er målefælgens bredde i mm, således som den beskrives i den internationale dækstandard, som angives af regummieringsvirksomheden for den pågældende dækdimension
  K: er en faktor, som sættes til 0,4 |
| --- | --- |

7.1.1.1.

Dækbredden beregnes efter følgende formel:

S = S1 + K (A — A1)

hvor:

S: er dækkets faktiske bredde, angivet i mm, målt på prøvefælgen

S1: er »konstruktivt bestemt dækbredde«, henført til den målefælg, som beskrives i den internationale dækstandard, som af regummieringsvirksomheden angives for den pågældende dækdimension

A: er prøvefælgens bredde i mm

A1: er målefælgens bredde i mm, således som den beskrives i den internationale dækstandard, som angives af regummieringsvirksomheden for den pågældende dækdimension

K: er en faktor, som sættes til 0,4

| 7.1.2. | Udvendig diameter: |
| --- | --- |

7.1.2.

Udvendig diameter:

| 7.1.2.1. | Den teoretiske udvendige diameter af et regummieret dæk beregnes af følgende udtryk:
  D = d + 2H
  hvor:
  D: er den teoretiske udvendige diameter, i mm
  d: er den i punkt 2.21.3 definerede talværdi, i mm
  H: er den nominelle dækhøjde i mm, som er lig Sn gange 0,01 Ra
  hvor:
  Sn er den nominelle dækbredde i mm
  Ra er det nominelle højde/breddeforhold.
  Alle ovenstående symboler er som angivet i dækdimensionsbetegnelsen, der er påført dæksiden i overensstemmelse med forskrifterne i punkt 3.2.2 og definitionen i punkt 2.21. |
| --- | --- |

7.1.2.1.

Den teoretiske udvendige diameter af et regummieret dæk beregnes af følgende udtryk:

D = d + 2H

hvor:

D: er den teoretiske udvendige diameter, i mm

d: er den i punkt 2.21.3 definerede talværdi, i mm

H: er den nominelle dækhøjde i mm, som er lig Sn gange 0,01 Ra

hvor:

Sn er den nominelle dækbredde i mm

Ra er det nominelle højde/breddeforhold.

Alle ovenstående symboler er som angivet i dækdimensionsbetegnelsen, der er påført dæksiden i overensstemmelse med forskrifterne i punkt 3.2.2 og definitionen i punkt 2.21.

| 7.1.2.2. | For dæk, hvis dimensionsbetegnelse er angivet i første kolonne af tabellerne i bilag 5 til ECE-regulativ nr. 30, er den udvendige diameter dog som angivet i disse tabeller. |
| --- | --- |

7.1.2.2.

For dæk, hvis dimensionsbetegnelse er angivet i første kolonne af tabellerne i bilag 5 til ECE-regulativ nr. 30, er den udvendige diameter dog som angivet i disse tabeller.

| 7.1.3. | Metode til måling af regummierede dæk: |
| --- | --- |

7.1.3.

Metode til måling af regummierede dæk:

| 7.1.3.1. | Til måling af regummierede dæk skal anvendes metoderne i bilag 6. |
| --- | --- |

7.1.3.1.

Til måling af regummierede dæk skal anvendes metoderne i bilag 6.

| 7.1.4. | Forskrifter for dækbredde: |
| --- | --- |

7.1.4.

Forskrifter for dækbredde:

| 7.1.4.1. | Den faktiske totalbredde kan være mindre end de(n) bredde(r), som er fastlagt i punkt 7.1. |
| --- | --- |

7.1.4.1.

Den faktiske totalbredde kan være mindre end de(n) bredde(r), som er fastlagt i punkt 7.1.

| 7.1.4.2. | Den faktiske totalbredde kan endvidere overstige de(n) bredde(r), som er fastlagt i punkt 7.1: |
| --- | --- |

7.1.4.2.

Den faktiske totalbredde kan endvidere overstige de(n) bredde(r), som er fastlagt i punkt 7.1:

| 7.1.4.2.1. | med 4 % for radialdæk, og |
| --- | --- |

7.1.4.2.1.

med 4 % for radialdæk, og

| 7.1.4.2.2. | med 6 % for diagonaldæk (krydslagsdæk) og diagonalbæltedæk |
| --- | --- |

7.1.4.2.2.

med 6 % for diagonaldæk (krydslagsdæk) og diagonalbæltedæk

| 7.1.4.2.3. | har dækket et særligt beskyttelsesbånd, kan den bredde, der fremkommer ved anvendelse af tolerancerne i punkt 7.1.4.2.1 og 7.1.4.2.2, endvidere overskrides med maks. 8 mm. |
| --- | --- |

7.1.4.2.3.

har dækket et særligt beskyttelsesbånd, kan den bredde, der fremkommer ved anvendelse af tolerancerne i punkt 7.1.4.2.1 og 7.1.4.2.2, endvidere overskrides med maks. 8 mm.

| 7.1.5. | Forskrifter for dækkets udvendige diameter: |
| --- | --- |

7.1.5.

Forskrifter for dækkets udvendige diameter:

| 7.1.5.1. | Den faktiske diameter af et regummieret dæk må ikke ligge uden for de Dmin- og Dmax-værdier, som fremgår af følgende formler:
  Dmin = d + (2H × a)
  Dmax = d + (2H × b)
  hvor: |
| --- | --- |

7.1.5.1.

Den faktiske diameter af et regummieret dæk må ikke ligge uden for de Dmin- og Dmax-værdier, som fremgår af følgende formler:

Dmin = d + (2H × a)

Dmax = d + (2H × b)

hvor:

| 7.1.5.1.1. | for de dimensioner, som ikke er angivet i tabellerne i bilag 5, er »H« og »d« som angivet i punkt 7.1.2.1 |
| --- | --- |

7.1.5.1.1.

for de dimensioner, som ikke er angivet i tabellerne i bilag 5, er »H« og »d« som angivet i punkt 7.1.2.1

| 7.1.5.1.2. | for de dimensioner, som er omhandlet i punkt 7.1.2.2 ovenfor, er:
  H = 0,5 (D - d)
  hvor »D« er fælgens udvendige diameter og »d« fælgens nominelle diameter angivet i ovennævnte tabeller for den pågældende dimension. |
| --- | --- |

7.1.5.1.2.

for de dimensioner, som er omhandlet i punkt 7.1.2.2 ovenfor, er:

H = 0,5 (D - d)

hvor »D« er fælgens udvendige diameter og »d« fælgens nominelle diameter angivet i ovennævnte tabeller for den pågældende dimension.

| 7.1.5.1.3. | faktoren »a« = 0,97 |
| --- | --- |

7.1.5.1.3.

faktoren »a« = 0,97

| 7.1.5.1.4. | faktoren »b«: | Radialdæk | Diagonal- (krydslags-) og diagonalbæltedæk |
| --- | --- | --- | --- |
| dæk til normal anvendelse | 1,04 | 1,08 |

7.1.5.1.4.

faktoren »b«:

Radialdæk

Diagonal- (krydslags-) og diagonalbæltedæk

dæk til normal anvendelse

1,04

1,08

| 7.1.5.2. | For vinterdæk kan den maksimale udvendige diameter (Dmax), som er beregnet i punkt 7.1.5.1, overskrides med indtil 1 %. |
| --- | --- |

7.1.5.2.

For vinterdæk kan den maksimale udvendige diameter (Dmax), som er beregnet i punkt 7.1.5.1, overskrides med indtil 1 %.

8.   ÆNDRINGER AF GODKENDELSEN

| 8.1. | Enhver ændring, som vedrører en regummieringsvirksomhed og berører nogen af de oplysninger, som den pågældende virksomhed har indleveret i ansøgningen om godkendelse, jf. punkt 4, skal anmeldes til den kompetente myndighed, som har godkendt virksomheden. Denne myndighed kan da: |
| --- | --- |

8.1.

Enhver ændring, som vedrører en regummieringsvirksomhed og berører nogen af de oplysninger, som den pågældende virksomhed har indleveret i ansøgningen om godkendelse, jf. punkt 4, skal anmeldes til den kompetente myndighed, som har godkendt virksomheden. Denne myndighed kan da:

| 8.1.1. | enten skønne, at de foretagne ændringer næppe vil få mærkbar negativ virkning, og at regummieringsvirksomheden under alle omstændigheder stadig opfylder kravene, eller |
| --- | --- |

8.1.1.

enten skønne, at de foretagne ændringer næppe vil få mærkbar negativ virkning, og at regummieringsvirksomheden under alle omstændigheder stadig opfylder kravene, eller

| 8.1.2. | kræve en supplerende undersøgelse. |
| --- | --- |

8.1.2.

kræve en supplerende undersøgelse.

| 8.2. | Underretning om godkendelse eller nægtelse af godkendelse, med angivelse af ændringerne, skal gives de kontraherende parter, der anvender dette regulativ, efter proceduren i punkt 5.7. |
| --- | --- |

8.2.

Underretning om godkendelse eller nægtelse af godkendelse, med angivelse af ændringerne, skal gives de kontraherende parter, der anvender dette regulativ, efter proceduren i punkt 5.7.

9.   PRODUKTIONENS OVERENSSTEMMELSE

Procedurerne til sikring af produktionens overensstemmelse skal opfylde bestemmelserne i overenskomstens tillæg 2 (E/ECE/324-E/ECE/TRANS/505/Rev.2), idet følgende forskrifter finder anvendelse:

| 9.1. | Regummieringsvirksomheder, som er godkendt i henhold til dette regulativ, skal opfylde forskrifterne i punkt 6. |
| --- | --- |

9.1.

Regummieringsvirksomheder, som er godkendt i henhold til dette regulativ, skal opfylde forskrifterne i punkt 6.

| 9.2. | Indehaveren af godkendelsen skal sørge for, at der — for hvert produktionsår og fordelt over hele året — foretages kontrol og afprøvning i henhold til dette regulativs forskrifter af mindst følgende antal dæk, som er repræsentativt for det producerede sortiment: |
| --- | --- |

9.2.

Indehaveren af godkendelsen skal sørge for, at der — for hvert produktionsår og fordelt over hele året — foretages kontrol og afprøvning i henhold til dette regulativs forskrifter af mindst følgende antal dæk, som er repræsentativt for det producerede sortiment:

| 9.2.1. | 0,01 % af den samlede årlige produktion, dog i intet tilfælde færre end 5 og ikke nødvendigvis over 20. |
| --- | --- |

9.2.1.

0,01 % af den samlede årlige produktion, dog i intet tilfælde færre end 5 og ikke nødvendigvis over 20.

| 9.3. | Såfremt forskrifterne i punkt 9.2 gennemføres af den kompetente myndighed eller under dennes kontrol, kan resultaterne indgå i eller erstatte dem, som foreskrives i punkt 9.4. |
| --- | --- |

9.3.

Såfremt forskrifterne i punkt 9.2 gennemføres af den kompetente myndighed eller under dennes kontrol, kan resultaterne indgå i eller erstatte dem, som foreskrives i punkt 9.4.

| 9.4. | Den myndighed, der har meddelt godkendelsen af regummieringsvirksomheden, kan når som helst efterprøve de metoder, der anvendes til overensstemmelseskontrol på hvert produktionsanlæg. For hvert produktionsanlæg skal den kompetente myndighed udtage stikprøver af hvert års produktion, og mindst følgende antal dæk, som er repræsentative for det producerede sortiment, skal undersøges og kontrolleres efter forskrifterne i dette regulativ: |
| --- | --- |

9.4.

Den myndighed, der har meddelt godkendelsen af regummieringsvirksomheden, kan når som helst efterprøve de metoder, der anvendes til overensstemmelseskontrol på hvert produktionsanlæg. For hvert produktionsanlæg skal den kompetente myndighed udtage stikprøver af hvert års produktion, og mindst følgende antal dæk, som er repræsentative for det producerede sortiment, skal undersøges og kontrolleres efter forskrifterne i dette regulativ:

| 9.4.1. | 0,01 % af den samlede årlige produktion, dog i intet tilfælde færre end 5 og ikke nødvendigvis flere end 20. |
| --- | --- |

9.4.1.

0,01 % af den samlede årlige produktion, dog i intet tilfælde færre end 5 og ikke nødvendigvis flere end 20.

| 9.5. | De i punkt 9.4 omhandlede afprøvninger og kontroller kan erstatte dem, som foreskrives i punkt 9.2. |
| --- | --- |

9.5.

De i punkt 9.4 omhandlede afprøvninger og kontroller kan erstatte dem, som foreskrives i punkt 9.2.

10.   SANKTIONER VED MANGLENDE OVERENSSTEMMELSE AF PRODUKTIONEN

| 10.1. | Den godkendelse, som er meddelt regummieringsvirksomheden i henhold til dette regulativ, kan inddrages, hvis forskrifterne i punkt 9 ikke er opfyldt, eller hvis regummieringsvirksomheden eller dens produktion ikke opfylder forskrifterne i samme punkt. |
| --- | --- |

10.1.

Den godkendelse, som er meddelt regummieringsvirksomheden i henhold til dette regulativ, kan inddrages, hvis forskrifterne i punkt 9 ikke er opfyldt, eller hvis regummieringsvirksomheden eller dens produktion ikke opfylder forskrifterne i samme punkt.

| 10.2. | Hvis en kontraherende part, der anvender dette regulativ, inddrager en godkendelse, som han tidligere har udstedt, skal han straks underrette de øvrige parter i overenskomsten af 1958, der anvender dette regulativ, herom gennem en kopi af oplysningsskemaet svarende til modellen i bilag 1. |
| --- | --- |

10.2.

Hvis en kontraherende part, der anvender dette regulativ, inddrager en godkendelse, som han tidligere har udstedt, skal han straks underrette de øvrige parter i overenskomsten af 1958, der anvender dette regulativ, herom gennem en kopi af oplysningsskemaet svarende til modellen i bilag 1.

11.   ENDELIGT OPHØR AF PRODUKTIONEN

Den myndighed, som har godkendt regummieringsvirksomheden, skal underrettes, hvis virksomhedens drift og fabrikationen af regummierede dæk i henhold til dette regulativ indstilles. Ved modtagelse af denne underretning skal myndigheden underrette de øvrige parter i overenskomsten af 1958, der anvender dette regulativ, herom ved brug af et oplysningsskema svarende til modellen i bilag 1.

12.   NAVN OG ADRESSE PÅ DE TEKNISKE TJENESTER, SOM FORESTÅR GODKENDELSESPRØVNINGEN, PÅ PRØVEANSTALTER OG PÅ ADMINISTRATIVE TJENESTER

| 12.1. | Parterne i overenskomsten af 1958, der anvender dette regulativ, meddeler FN's sekretariat navn og adresse på de tekniske tjenester, som er ansvarlige for udførelse af godkendelsesprøverne, og på eventuelle godkendte prøveanstalter, samt på de administrative myndigheder, som meddeler godkendelse, og til hvem der skal fremsendes oplysningsskema vedrørende afgørelser om nægtelse eller inddragelse af godkendelser, som er udstedt i andre stater. |
| --- | --- |

12.1.

Parterne i overenskomsten af 1958, der anvender dette regulativ, meddeler FN's sekretariat navn og adresse på de tekniske tjenester, som er ansvarlige for udførelse af godkendelsesprøverne, og på eventuelle godkendte prøveanstalter, samt på de administrative myndigheder, som meddeler godkendelse, og til hvem der skal fremsendes oplysningsskema vedrørende afgørelser om nægtelse eller inddragelse af godkendelser, som er udstedt i andre stater.

| 12.2. | Parterne i overenskomsten af 1958, der anvender dette regulativ, kan anvende laboratorierne hos dækfabrikanter eller regummieringsvirksomheder og blandt disse som godkendte prøveanstalter udpege dem, som er beliggende på deres eget område eller på en af de andre 1958-overenskomstparters område, såfremt forudgående aftale herom er truffet med de kompetente administrative myndigheder hos den pågældende part. |
| --- | --- |

12.2.

Parterne i overenskomsten af 1958, der anvender dette regulativ, kan anvende laboratorierne hos dækfabrikanter eller regummieringsvirksomheder og blandt disse som godkendte prøveanstalter udpege dem, som er beliggende på deres eget område eller på en af de andre 1958-overenskomstparters område, såfremt forudgående aftale herom er truffet med de kompetente administrative myndigheder hos den pågældende part.

| 12.3. | I tilfælde, hvor en part i overenskomsten af 1958 gør brug af punkt 12.2, kan han, hvis han ønsker det, være repræsenteret ved prøvningerne. |
| --- | --- |

12.3.

I tilfælde, hvor en part i overenskomsten af 1958 gør brug af punkt 12.2, kan han, hvis han ønsker det, være repræsenteret ved prøvningerne.

BILAG 1

OPLYSNINGSSKEMA

(største format: A4 (210 × 297 mm))

Image

BILAG 2

GODKENDELSESMÆRKETS UDFORMNING

Image

Ovenstående godkendelsesmærke, som er påført et regummieret dæk, angiver, at den pågældende regummieringsvirksomhed er godkendt i Nederlandene (E4) under nr. 108R002439 i henhold til bestemmelserne i dette regulativ i dettes oprindelige udformning (00).

Typegodkendelsesnummeret skal placeres tæt på cirklen og enten over, under, til venstre eller til højre for bogstavet »E«. Alle nummerets cifre skal stå på samme side af bogstavet »E« og vende samme vej. Brug af romertal i godkendelsesnumre bør undgås for at udelukke forveksling med andre symboler.

BILAG 3

UDFORMNING AF DET REGUMMIEREDE DÆKS MÆRKNING

Eksempel på mærkning, som skal påføres regummierede dæk, som bringes på markedet efter ikrafttræden af dette regulativ.

Image

b: 6 mm (min.)

c: 4 mm (min.)

d: 3 mm (min.)

og fra 1998, 4 mm (min.)

| — | med nominel dækbredde 185 |
| --- | --- |

—

med nominel dækbredde 185

| — | med nominelt højde/breddeforhold 70 |
| --- | --- |

—

med nominelt højde/breddeforhold 70

| — | med radial opbygning (R) |
| --- | --- |

—

med radial opbygning (R)

| — | med nominel fælgdiameterkode 14 |
| --- | --- |

—

med nominel fælgdiameterkode 14

| — | med driftsbeskrivelsen »89T«, som angiver en belastningsevne på 580 kg, svarende til belastningstal »89«, og en hastighedsevne på 190 km/h, svarende til hastighedskategori »T« |
| --- | --- |

—

med driftsbeskrivelsen »89T«, som angiver en belastningsevne på 580 kg, svarende til belastningstal »89«, og en hastighedsevne på 190 km/h, svarende til hastighedskategori »T«

| — | bestemt til anvendelse uden slange (TUBELESS) |
| --- | --- |

—

bestemt til anvendelse uden slange (TUBELESS)

| — | som er et vinterdæk (M+S) |
| --- | --- |

—

som er et vinterdæk (M+S)

| — | som er regummieret i uge 25, 26, 27 eller 28 i 2003. |
| --- | --- |

—

som er regummieret i uge 25, 26, 27 eller 28 i 2003.

Anbringelse og rækkefølge af dækkets påskrifter skal være følgende:

| a) | Dimensionsbetegnelse bestående af nominel dækbredde, nominelt højde/breddeforhold, eventuelt symbol for opbygningstype samt nominel fælgdiameter skal opstilles som vist i ovenstående eksempel: 185/70 R 14. |
| --- | --- |

a)

Dimensionsbetegnelse bestående af nominel dækbredde, nominelt højde/breddeforhold, eventuelt symbol for opbygningstype samt nominel fælgdiameter skal opstilles som vist i ovenstående eksempel: 185/70 R 14.

| b) | Driftsbeskrivelsen, som omfatter belastningstal og hastighedskategori, anbringes i nærheden af dækdimensionsbetegnelsen, enten før, efter, over eller under denne. |
| --- | --- |

b)

Driftsbeskrivelsen, som omfatter belastningstal og hastighedskategori, anbringes i nærheden af dækdimensionsbetegnelsen, enten før, efter, over eller under denne.

| c) | Betegnelserne »TUBELESS«, »REINFORCED« og »M+S« kan stå et stykke fra dækdimensionsbetegnelsen. |
| --- | --- |

c)

Betegnelserne »TUBELESS«, »REINFORCED« og »M+S« kan stå et stykke fra dækdimensionsbetegnelsen.

| d) | Angivelsen »RETREAD« kan stå et stykke fra dækdimensionsbetegnelsen. |
| --- | --- |

d)

Angivelsen »RETREAD« kan stå et stykke fra dækdimensionsbetegnelsen.

BILAG 4

FORTEGNELSE OVER BELASTNINGSTAL OG TILSVARENDE BELASTNINGSEVNE

| Belastningstal (LI) og tilsvarende belastningsevne (i kg) |
| --- |
| LI | kg | LI | kg | LI | kg | LI | kg | LI | kg | LI | kg | LI | kg |
| 0 | 45 | 40 | 140 | 80 | 450 | 120 | 1 400 | 160 | 4 500 | 200 | 14 000 | 240 | 45 000 |
| 1 | 46,2 | 41 | 145 | 81 | 462 | 121 | 1 450 | 161 | 4 625 | 201 | 14 500 | 241 | 46 250 |
| 2 | 47,5 | 42 | 150 | 82 | 475 | 122 | 1 500 | 162 | 4 750 | 202 | 15 000 | 242 | 47 500 |
| 3 | 48,7 | 43 | 155 | 83 | 487 | 123 | 1 550 | 163 | 4 875 | 203 | 15 500 | 243 | 48 750 |
| 4 | 50 | 44 | 160 | 84 | 500 | 124 | 1 600 | 164 | 5 000 | 204 | 16 000 | 244 | 50 000 |
| 5 | 51,5 | 45 | 165 | 85 | 515 | 125 | 1 650 | 165 | 5 150 | 205 | 16 500 | 245 | 51 500 |
| 6 | 53 | 46 | 170 | 86 | 530 | 126 | 1 700 | 166 | 5 300 | 206 | 17 000 | 246 | 53 000 |
| 7 | 54,5 | 47 | 175 | 87 | 545 | 127 | 1 750 | 167 | 5 450 | 207 | 17 500 | 247 | 54 500 |
| 8 | 56 | 48 | 180 | 88 | 560 | 128 | 1 800 | 168 | 5 600 | 208 | 18 000 | 248 | 56 000 |
| 9 | 58 | 49 | 185 | 89 | 580 | 129 | 1 850 | 169 | 5 800 | 209 | 18 500 | 249 | 58 000 |
| 10 | 60 | 50 | 190 | 90 | 600 | 130 | 1 900 | 170 | 6 000 | 210 | 19 000 | 250 | 60 000 |
| 11 | 61,5 | 51 | 195 | 91 | 615 | 131 | 1 950 | 171 | 6 150 | 211 | 19 500 | 251 | 61 500 |
| 12 | 63 | 52 | 200 | 92 | 630 | 132 | 2 000 | 172 | 6 300 | 212 | 20 000 | 252 | 63 000 |
| 13 | 65 | 53 | 206 | 93 | 650 | 133 | 2 060 | 173 | 6 500 | 213 | 20 600 | 253 | 65 000 |
| 14 | 67 | 54 | 212 | 94 | 670 | 134 | 2 120 | 174 | 6 700 | 214 | 21 200 | 254 | 67 000 |
| 15 | 69 | 55 | 218 | 95 | 690 | 135 | 2 180 | 175 | 6 900 | 215 | 21 800 | 255 | 69 000 |
| 16 | 71 | 56 | 224 | 96 | 710 | 136 | 2 240 | 176 | 7 100 | 216 | 22 400 | 256 | 71 000 |
| 17 | 73 | 57 | 230 | 97 | 730 | 137 | 2 300 | 177 | 7 300 | 217 | 23 000 | 257 | 73 000 |
| 18 | 75 | 58 | 236 | 98 | 750 | 138 | 2 360 | 178 | 7 500 | 218 | 23 600 | 258 | 75 000 |
| 19 | 77,5 | 59 | 243 | 99 | 775 | 139 | 2 430 | 179 | 7 750 | 219 | 24 300 | 259 | 77 500 |
| 20 | 80 | 60 | 250 | 100 | 800 | 140 | 2 500 | 180 | 8 000 | 220 | 25 000 | 260 | 80 000 |
| 21 | 82,5 | 61 | 257 | 101 | 825 | 141 | 2 575 | 181 | 8 250 | 221 | 25 750 | 261 | 82 500 |
| 22 | 85 | 62 | 265 | 102 | 850 | 142 | 2 650 | 182 | 8 500 | 222 | 26 500 | 262 | 85 000 |
| 23 | 87,5 | 63 | 272 | 103 | 875 | 143 | 2 725 | 183 | 8 750 | 223 | 27 250 | 263 | 87 500 |
| 24 | 90 | 64 | 280 | 104 | 900 | 144 | 2 800 | 184 | 9 000 | 224 | 28 000 | 264 | 90 000 |
| 25 | 92,5 | 65 | 290 | 105 | 925 | 145 | 2 900 | 185 | 9 250 | 225 | 29 000 | 265 | 92 500 |
| 26 | 95 | 66 | 300 | 106 | 950 | 146 | 3 000 | 186 | 9 500 | 226 | 30 000 | 266 | 95 000 |
| 27 | 97,5 | 67 | 307 | 107 | 975 | 147 | 3 075 | 187 | 9 750 | 227 | 30 750 | 267 | 97 500 |
| 28 | 100 | 68 | 315 | 108 | 1 000 | 148 | 3 150 | 188 | 10 000 | 228 | 31 500 | 268 | 100 000 |
| 29 | 103 | 69 | 325 | 109 | 1 030 | 149 | 3 250 | 189 | 10300 | 229 | 32 500 | 269 | 103 000 |
| 30 | 106 | 70 | 335 | 110 | 1 060 | 150 | 3 350 | 190 | 10 600 | 230 | 33 500 | 270 | 106 000 |
| 31 | 109 | 71 | 345 | 111 | 1 090 | 151 | 3 450 | 191 | 10 900 | 231 | 34 500 | 271 | 109 000 |
| 32 | 112 | 72 | 355 | 112 | 1 120 | 152 | 3 550 | 192 | 11 200 | 232 | 35 500 | 272 | 112 000 |
| 33 | 115 | 73 | 365 | 113 | 1 150 | 153 | 3 650 | 193 | 11 500 | 233 | 36 500 | 273 | 115 000 |
| 34 | 118 | 74 | 375 | 114 | 1 180 | 154 | 3 750 | 194 | 11 800 | 234 | 37 500 | 274 | 118 000 |
| 35 | 121 | 75 | 387 | 115 | 1 215 | 155 | 3 875 | 195 | 12 150 | 235 | 38 750 | 275 | 121 500 |
| 36 | 125 | 76 | 400 | 116 | 1 250 | 156 | 4 000 | 196 | 12 500 | 236 | 40 000 | 276 | 125 000 |
| 37 | 128 | 77 | 412 | 117 | 1 285 | 157 | 4 125 | 197 | 12 850 | 237 | 41 250 | 277 | 128 500 |
| 38 | 132 | 78 | 425 | 118 | 1 320 | 158 | 4 250 | 198 | 13 200 | 238 | 42 500 | 278 | 132 000 |
| 39 | 136 | 79 | 437 | 119 | 1 360 | 159 | 4 375 | 199 | 13 600 | 239 | 43 750 | 279 | 136 000 |

Belastningstal (LI) og tilsvarende belastningsevne (i kg)

LI

kg

LI

kg

LI

kg

LI

kg

LI

kg

LI

kg

LI

kg

0

45

40

140

80

450

120

1 400

160

4 500

200

14 000

240

45 000

1

46,2

41

145

81

462

121

1 450

161

4 625

201

14 500

241

46 250

2

47,5

42

150

82

475

122

1 500

162

4 750

202

15 000

242

47 500

3

48,7

43

155

83

487

123

1 550

163

4 875

203

15 500

243

48 750

4

50

44

160

84

500

124

1 600

164

5 000

204

16 000

244

50 000

5

51,5

45

165

85

515

125

1 650

165

5 150

205

16 500

245

51 500

6

53

46

170

86

530

126

1 700

166

5 300

206

17 000

246

53 000

7

54,5

47

175

87

545

127

1 750

167

5 450

207

17 500

247

54 500

8

56

48

180

88

560

128

1 800

168

5 600

208

18 000

248

56 000

9

58

49

185

89

580

129

1 850

169

5 800

209

18 500

249

58 000

10

60

50

190

90

600

130

1 900

170

6 000

210

19 000

250

60 000

11

61,5

51

195

91

615

131

1 950

171

6 150

211

19 500

251

61 500

12

63

52

200

92

630

132

2 000

172

6 300

212

20 000

252

63 000

13

65

53

206

93

650

133

2 060

173

6 500

213

20 600

253

65 000

14

67

54

212

94

670

134

2 120

174

6 700

214

21 200

254

67 000

15

69

55

218

95

690

135

2 180

175

6 900

215

21 800

255

69 000

16

71

56

224

96

710

136

2 240

176

7 100

216

22 400

256

71 000

17

73

57

230

97

730

137

2 300

177

7 300

217

23 000

257

73 000

18

75

58

236

98

750

138

2 360

178

7 500

218

23 600

258

75 000

19

77,5

59

243

99

775

139

2 430

179

7 750

219

24 300

259

77 500

20

80

60

250

100

800

140

2 500

180

8 000

220

25 000

260

80 000

21

82,5

61

257

101

825

141

2 575

181

8 250

221

25 750

261

82 500

22

85

62

265

102

850

142

2 650

182

8 500

222

26 500

262

85 000

23

87,5

63

272

103

875

143

2 725

183

8 750

223

27 250

263

87 500

24

90

64

280

104

900

144

2 800

184

9 000

224

28 000

264

90 000

25

92,5

65

290

105

925

145

2 900

185

9 250

225

29 000

265

92 500

26

95

66

300

106

950

146

3 000

186

9 500

226

30 000

266

95 000

27

97,5

67

307

107

975

147

3 075

187

9 750

227

30 750

267

97 500

28

100

68

315

108

1 000

148

3 150

188

10 000

228

31 500

268

100 000

29

103

69

325

109

1 030

149

3 250

189

10300

229

32 500

269

103 000

30

106

70

335

110

1 060

150

3 350

190

10 600

230

33 500

270

106 000

31

109

71

345

111

1 090

151

3 450

191

10 900

231

34 500

271

109 000

32

112

72

355

112

1 120

152

3 550

192

11 200

232

35 500

272

112 000

33

115

73

365

113

1 150

153

3 650

193

11 500

233

36 500

273

115 000

34

118

74

375

114

1 180

154

3 750

194

11 800

234

37 500

274

118 000

35

121

75

387

115

1 215

155

3 875

195

12 150

235

38 750

275

121 500

36

125

76

400

116

1 250

156

4 000

196

12 500

236

40 000

276

125 000

37

128

77

412

117

1 285

157

4 125

197

12 850

237

41 250

277

128 500

38

132

78

425

118

1 320

158

4 250

198

13 200

238

42 500

278

132 000

39

136

79

437

119

1 360

159

4 375

199

13 600

239

43 750

279

136 000

BILAG 5

DÆKDIMENSIONSBETEGNELSE OG ‐DIMENSIONER

(i overensstemmelse med ECE-regulativ nr. 30)

Der henvises til bilag 5 til ECE-regulativ nr. 30.

BILAG 6

METODE TIL MÅLING AF DÆK

| 1. | Forberedelse af dækket |
| --- | --- |

1.

Forberedelse af dækket

| 1.1. | Dækket monteres på den af regummieringsvirksomheden angivne prøvefælg og pumpes op til et tryk på mellem 3 og 3,5 bar. |
| --- | --- |

1.1.

Dækket monteres på den af regummieringsvirksomheden angivne prøvefælg og pumpes op til et tryk på mellem 3 og 3,5 bar.

| 1.2. | Dæktrykket justeres som følger: |
| --- | --- |

1.2.

Dæktrykket justeres som følger:

| 1.2.1. | for diagonalbæltedæk af normal art: 1,7 bar |
| --- | --- |

1.2.1.

for diagonalbæltedæk af normal art: 1,7 bar

| 1.2.2. | for diagonaldæk (krydslagdæk): | Tryk (bar) for hastighedskategori |
| --- | --- | --- |
| Lagklasse | L, M, N | P, Q, R, S | T, U, H, V |
| 4 | 1,7 | 2,0 | — |
| 6 | 2,1 | 2,4 | 2,6 |
| 8 | 2,5 | 2,8 | 3,0 |

1.2.2.

for diagonaldæk (krydslagdæk):

Tryk (bar) for hastighedskategori

Lagklasse

L, M, N

P, Q, R, S

T, U, H, V

4

1,7

2,0

—

6

2,1

2,4

2,6

8

2,5

2,8

3,0

| 1.2.3. | for radialdæk af normal art: 1,8 bar |
| --- | --- |

1.2.3.

for radialdæk af normal art: 1,8 bar

| 1.2.4. | for forstærkede dæk: 2,3 bar. |
| --- | --- |

1.2.4.

for forstærkede dæk: 2,3 bar.

| 2. | Målemetode |
| --- | --- |

2.

Målemetode

| 2.1. | Dækket, som er monteret på fælgen, konditioneres ved rumtemperatur i mindst 24 timer, medmindre andet er angivet i punkt 6.8.3 i dette regulativ. |
| --- | --- |

2.1.

Dækket, som er monteret på fælgen, konditioneres ved rumtemperatur i mindst 24 timer, medmindre andet er angivet i punkt 6.8.3 i dette regulativ.

| 2.2. | Dæktrykket indstilles til den i punkt 1.2 i dette bilag foreskrevne værdi. |
| --- | --- |

2.2.

Dæktrykket indstilles til den i punkt 1.2 i dette bilag foreskrevne værdi.

| 2.3. | Dækkets største bredde måles i seks punkter med lige stor indbyrdes afstand, idet tykkelsen af beskyttelsesribber eller- bånd medregnes. Den største af de målte værdier regnes som dækkets totalbredde. |
| --- | --- |

2.3.

Dækkets største bredde måles i seks punkter med lige stor indbyrdes afstand, idet tykkelsen af beskyttelsesribber eller- bånd medregnes. Den største af de målte værdier regnes som dækkets totalbredde.

| 2.4. | Den udvendige diameter beregnes på grundlag af den største omkreds af det oppumpede dæk. |
| --- | --- |

2.4.

Den udvendige diameter beregnes på grundlag af den største omkreds af det oppumpede dæk.

BILAG 7

METODE TIL UDHOLDENHEDSPRØVNING FOR BELASTNING/HASTIGHED

(i princippet i henhold til bilag 7 i regulativ nr. 30)

| 1. | Forberedelse af dækket |
| --- | --- |

1.

Forberedelse af dækket

| 1.1. | Det regummierede dæk monteres på den af regummieringsvirksomheden foreskrevne prøvefælg. |
| --- | --- |

1.1.

Det regummierede dæk monteres på den af regummieringsvirksomheden foreskrevne prøvefælg.

| 1.2. | Dækket pumpes op til det pågældende tryk, som er angivet (i bar) i nedenstående tabel:











  Hastighedskategori | Diagonaldæk | Radialdæk | Diagonalbæltedæk |
| --- | --- | --- | --- | --- |
| Lagklasse: | Normal | Forstærket | Normal |
| 4 | 6 | 8 |
| L, M, N | 2,3 | 2,7 | 3,0 | 2,4 | — | — |
| P, Q, R, S | 2,6 | 3,0 | 3,3 | 2,6 | 3,0 | 2,6 |
| T, U, H | 2,8 | 3,2 | 3,5 | 2,8 | 3,2 | 2,8 |
| V | 3,0 | 3,4 | 3,7 | 3,0 | 3,4 | — |
| W og Y | — | — | — | 3,2 | 3,6 | — |

1.2.

Dækket pumpes op til det pågældende tryk, som er angivet (i bar) i nedenstående tabel:

Hastighedskategori

Diagonaldæk

Radialdæk

Diagonalbæltedæk

Lagklasse:

Normal

Forstærket

Normal

4

6

8

L, M, N

2,3

2,7

3,0

2,4

—

—

P, Q, R, S

2,6

3,0

3,3

2,6

3,0

2,6

T, U, H

2,8

3,2

3,5

2,8

3,2

2,8

V

3,0

3,4

3,7

3,0

3,4

—

W og Y

—

—

—

3,2

3,6

—

| 1.3. | Fabrikanten kan, med begrundelse, anmode om brug af et andet oppumpningstryk end det under punkt 1.2 ovenfor anførte. I så fald skal dækket oppumpes til dette tryk. |
| --- | --- |

1.3.

Fabrikanten kan, med begrundelse, anmode om brug af et andet oppumpningstryk end det under punkt 1.2 ovenfor anførte. I så fald skal dækket oppumpes til dette tryk.

| 1.4. | Enheden dæk med hjul konditioneres ved prøverummets temperatur i mindst tre timer. |
| --- | --- |

1.4.

Enheden dæk med hjul konditioneres ved prøverummets temperatur i mindst tre timer.

| 1.5. | Dæktrykket indstilles til det, der foreskrives i punkt 1.2 eller 1.3 i dette bilag. |
| --- | --- |

1.5.

Dæktrykket indstilles til det, der foreskrives i punkt 1.2 eller 1.3 i dette bilag.

| 2. | Prøvningsmetode |
| --- | --- |

2.

Prøvningsmetode

| 2.1. | Dæk og hjul monteres på prøveakslen og anbringes hvilende mod ydersiden af en motordrevet glat prøverulle med diameter 1,70 m ± 1 % eller en rulle med diameter 2 m ± 1 %. |
| --- | --- |

2.1.

Dæk og hjul monteres på prøveakslen og anbringes hvilende mod ydersiden af en motordrevet glat prøverulle med diameter 1,70 m ± 1 % eller en rulle med diameter 2 m ± 1 %.

| 2.2. | Prøveakslen påføres en belastning på 80 % af: |
| --- | --- |

2.2.

Prøveakslen påføres en belastning på 80 % af:

| 2.2.1. | den maksimale belastning svarende til belastningstallet for dæk i hastighedskategorierne fra L til og med H |
| --- | --- |

2.2.1.

den maksimale belastning svarende til belastningstallet for dæk i hastighedskategorierne fra L til og med H

| 2.2.2. | den maksimale belastningsevne, som er knyttet til en maksimal hastighed (jf. punkt 2.35.2 i dette regulativ) på:






  — | 240 km/h for dæk i hastighedskategori »V« |
| --- | --- | --- |

2.2.2.

den maksimale belastningsevne, som er knyttet til en maksimal hastighed (jf. punkt 2.35.2 i dette regulativ) på:

—

240 km/h for dæk i hastighedskategori »V«

| — | 270 km/h for dæk i hastighedskategori »W« |
| --- | --- |

—

270 km/h for dæk i hastighedskategori »W«

| — | 300 km/h for dæk i hastighedskategori »Y«. |
| --- | --- |

—

300 km/h for dæk i hastighedskategori »Y«.

| 2.3. | Under prøven må dæktrykket ikke korrigeres, og prøvebelastningen skal holdes konstant. |
| --- | --- |

2.3.

Under prøven må dæktrykket ikke korrigeres, og prøvebelastningen skal holdes konstant.

| 2.4. | Under prøven skal temperaturen i prøverummet være mellem 20 oC og 30 oC, medmindre dækfabrikanten eller regummieringsvirksomheden accepterer en højere temperatur. |
| --- | --- |

2.4.

Under prøven skal temperaturen i prøverummet være mellem 20 oC og 30 oC, medmindre dækfabrikanten eller regummieringsvirksomheden accepterer en højere temperatur.

| 2.5. | Programmet for udholdenhedsprøvning skal gennemføres uden afbrydelse efter følgende anvisninger: |
| --- | --- |

2.5.

Programmet for udholdenhedsprøvning skal gennemføres uden afbrydelse efter følgende anvisninger:

| 2.5.1. | tid til overgang fra stilstand til indledende prøvningshastighed: 10 minutter |
| --- | --- |

2.5.1.

tid til overgang fra stilstand til indledende prøvningshastighed: 10 minutter

| 2.5.2. | indledende prøvningshastighed: den for dæktypen foreskrevne maksimale hastighed, minus 40 km/h ved en glat prøverulle med diameter 1,70 m ± 1 % eller minus 30 km/h ved en glat prøverulle med diameter 2,00 m ± 1 % |
| --- | --- |

2.5.2.

indledende prøvningshastighed: den for dæktypen foreskrevne maksimale hastighed, minus 40 km/h ved en glat prøverulle med diameter 1,70 m ± 1 % eller minus 30 km/h ved en glat prøverulle med diameter 2,00 m ± 1 %

| 2.5.3. | hastigheden øges i trin à 10 km/h, indtil den maksimale prøvningshastighed er nået |
| --- | --- |

2.5.3.

hastigheden øges i trin à 10 km/h, indtil den maksimale prøvningshastighed er nået

| 2.5.4. | prøvens varighed ved hver hastighed, undtagen den afsluttende: 10 minutter |
| --- | --- |

2.5.4.

prøvens varighed ved hver hastighed, undtagen den afsluttende: 10 minutter

| 2.5.5. | prøvningsperiode ved det afsluttende hastighedstrin: 20 minutter |
| --- | --- |

2.5.5.

prøvningsperiode ved det afsluttende hastighedstrin: 20 minutter

| 2.5.6. | maksimal prøvningshastighed: den for dæktypen foreskrevne maksimale hastighed, minus 10 km/h ved en glat prøverulle med diameter 1,70 m ± 1 % eller uden reduktion ved en glat prøverulle med diameter 2,00 m ± 1 %. |
| --- | --- |

2.5.6.

maksimal prøvningshastighed: den for dæktypen foreskrevne maksimale hastighed, minus 10 km/h ved en glat prøverulle med diameter 1,70 m ± 1 % eller uden reduktion ved en glat prøverulle med diameter 2,00 m ± 1 %.

| 3. | Ækvivalent prøvningsmetode
  Anvendes anden metode end den i punkt 2 omhandlede, skal dens ækvivalens være godtgjort. |
| --- | --- |

3.

Ækvivalent prøvningsmetode

Anvendes anden metode end den i punkt 2 omhandlede, skal dens ækvivalens være godtgjort.

BILAG 8

FORKLARENDE FIGUR

Se punkt 2 i dette regulativ.

Image

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(1)  Dækstandarderne kan rekvireres på følgende adresser:

1

(2)  ETRTO, 32, Av. Brugmann — Bte 2, B-1060 Bruxelles, Belgien.

2

(3)  TRA, 175 Montrose West Avenue, Suite 150, Copley, Ohio 44321, USA.

3

(4)  JATMA, 9th Floor, Toranomon Building No. 1-12, 1-Chome Toranomon Minato-ku, Tokyo 105, Japan.

4

(5)  TRAA, Suite 1, Hawthorn House, 795 Glenferrie Road, Hawthorn, Victoria, 3122 Australien.

5

(6)  ALAPA, Avenida Paulista 2444-12o Andar, conj. 124, 01310 São Paulo, SP Brasilien.

6

o

(7)  STRO, Älggatan 48 A, Nb, S-216 15 Malmö, Sverige.

7

(8)  1 for Tyskland, 2 for Frankrig, 3 for Italien, 4 for Nederlandene, 5 for Sverige, 6 for Belgien, 7 for Ungarn, 8 for Tjekkiet, 9 for Spanien, 10 for Jugoslavien, 11 for Det Forenede Kongerige, 12 for Østrig, 13 for Luxembourg, 14 for Schweiz, 15 (ubenyttet), 16 for Norge, 17 for Finland, 18 for Danmark, 19 for Rumænien, 20 for Polen, 21 for Portugal, 22 for Den Russiske Føderation, 23 for Grækenland, 24 for Irland, 25 for Kroatien, 26 for Slovenien, 27 for Slovakiet, 28 for Hviderusland, 29 for Estland, 30 (ubenyttet), 31 for Bosnien-Herzegovina, 32-36 (ubenyttet), 37 for Tyrkiet, 38-39 (ubenyttet), 40 for Den Tidligere Jugoslaviske Republik Makedonien, 41 (ubenyttet), 42 for Det Europæiske Fællesskab (godkendelserne meddeles af medlemsstaterne, som anvender deres egne ECE-mærker) og 43 for Japan. De efterfølgende numre tildeles til andre stater i den kronologiske rækkefølge, disse ratificerer eller tiltræder overenskomsten om indførelse af ensartede tekniske forskrifter for hjulkøretøjer samt udstyr og dele, som kan monteres og/eller benyttes på hjulkøretøjer, samt vilkårene for gensidig anerkendelse af godkendelser, der er meddelt på grundlag af sådanne forskrifter, og de således tildelte numre meddeles af FN's generalsekretær til overenskomstens parter.

8

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| 4.7.2006 | DA EN EN EN EN EN EN EN EN EN EN EN | Den Europæiske Unions Tidende | L 181/53 |
| --- | --- | --- | --- |

4.7.2006

DA EN EN EN EN EN EN EN EN EN EN EN

Den Europæiske Unions Tidende

L 181/53

---

RÅDETS AFGØRELSE

af 13. marts 2006

om Fællesskabet tiltrædelse af FN's Økonomiske Kommission for Europas regulativ nr. 55 vedrørende bestemmelser for godkendelse af komponenter til mekanisk sammenkobling af vogntog

(EØS-relevant tekst)

(2006/444/EF)

RÅDET FOR DEN EUROPÆISKE UNION HAR —

under henvisning til traktaten om oprettelse af Det Europæiske Fællesskab,

under henvisning til Rådets afgørelse 97/836/EF af 27. november 1997 om Det Europæiske Fællesskabs tiltrædelse af overenskomsten under FN's Økonomiske Kommission for Europa om indførelse af ensartede tekniske forskrifter for hjulkøretøjer samt udstyr og dele, som kan monteres og/eller benyttes på hjulkøretøjer, samt vilkårene for gensidig anerkendelse af godkendelser, der er meddelt på grundlag af sådanne forskrifter (»Overenskomst af 1958 som revideret«) (1), særlig artikel 3, stk. 3, og artikel 4, stk. 2, andet led,

under henvisning til forslag fra Kommissionen,

under henvisning til samstemmende udtalelse fra Europa-Parlamentet (2), og

ud fra følgende betragtninger:

| (1) | De ensartede forskrifter i regulativ nr. 55 (3) vedrørende bestemmelser for godkendelse af komponenter til mekanisk sammenkobling af vogntog tilsigter at fjerne de tekniske hindringer for samhandelen med motorkøretøjer mellem de kontraherende parter og at opnå en høj grad af sikkerhed. |
| --- | --- |

(1)

De ensartede forskrifter i regulativ nr. 55 (3) vedrørende bestemmelser for godkendelse af komponenter til mekanisk sammenkobling af vogntog tilsigter at fjerne de tekniske hindringer for samhandelen med motorkøretøjer mellem de kontraherende parter og at opnå en høj grad af sikkerhed.

| (2) | Regulativ nr. 55 blev ikke opført på listen i bilag II til afgørelse 97/836/EF, da de ikke på tidspunktet for Fællesskabets tiltrædelse af overenskomsten af 1958 var i overensstemmelse med Fællesskabets tekniske krav og bestemmelser. |
| --- | --- |

(2)

Regulativ nr. 55 blev ikke opført på listen i bilag II til afgørelse 97/836/EF, da de ikke på tidspunktet for Fællesskabets tiltrædelse af overenskomsten af 1958 var i overensstemmelse med Fællesskabets tekniske krav og bestemmelser.

| (3) | På baggrund af de efterfølgende ændringer bør regulativ nr. 55 integreres i systemet for typegodkendelse af køretøjer — |
| --- | --- |

(3)

På baggrund af de efterfølgende ændringer bør regulativ nr. 55 integreres i systemet for typegodkendelse af køretøjer —

TRUFFET FØLGENDE AFGØRELSE:

Artikel 1

1.   Det Europæiske Fællesskab tiltræder regulativ nr. 55 fra De Forenede Nationers Økonomiske Kommission for Europa vedrørende bestemmelser for godkendelse af komponenter til mekanisk sammenkobling af vogntog.

2.   Teksten til regulativet er knyttet til denne afgørelse.

Artikel 2

Regulativ nr. 55 integreres i systemet for typegodkendelse af køretøjer.

Artikel 3

Kommissionen skal underrette FN's generalsekretær om denne afgørelse.

Udfærdiget i Bruxelles, den 13. marts 2006.

På Rådets vegne

M. BARTENSTEIN

Formand

---

(1)  EFT L 346 af 17.12.1997, s. 78.

1

(2)  Endnu ikke offentliggjort i EUT.

2

(3)  Jf. dokument E/ECE/324, E/ECE/TRANS/505, Rev. 1/Add. 54/Rev.1, som ændret ved korr. 1.

3

---

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 (1)

(Revision 2, including the amendments which entered into force on 16 October 1995)

---

(1)  Former title of the Agreement.

---

Addendum 54:

REGULATION No 55

Revised version providing Revision 1 consolidated with Corrigendum 1 (1)

Uniform provisions concerning the approval of mechanical coupling components of combinations of vehicles

---

(1)  Corrigendum 1 to the 01 series of amendments, subject of depositary notification C.N.602.2002.TREATIES-1 dated 13 June 2002.

---

(Acts whose publication is obligatory)

Regulation No 55 of the Economic Commission for Europe of the United Nations (UN/ECE).

Uniform provisions concerning the approval of mechanical coupling components of combinations of vehicles.

1.   SCOPE

| 1.1. | This Regulation lays down the requirements which mechanical coupling devices and components shall meet in order to be regarded internationally as being mutually compatible. |
| --- | --- |

1.1.

This Regulation lays down the requirements which mechanical coupling devices and components shall meet in order to be regarded internationally as being mutually compatible.

| 1.2. | This Regulation applies to devices and components intended for: |
| --- | --- |

1.2.

This Regulation applies to devices and components intended for:

| 1.2.1. | motor vehicles and trailers intended to form a combination of vehicles (1); |
| --- | --- |

1.2.1.

motor vehicles and trailers intended to form a combination of vehicles (1);

| 1.2.2. | motor vehicles and trailers intended to form articulated vehicles (1), where the vertical load imposed on the motor vehicle by the trailer does not exceed 200 kN. |
| --- | --- |

1.2.2.

motor vehicles and trailers intended to form articulated vehicles (1), where the vertical load imposed on the motor vehicle by the trailer does not exceed 200 kN.

| 1.3. | This Regulation applies to: |
| --- | --- |

1.3.

This Regulation applies to:

| 1.3.1. | standard devices and components as defined in paragraph 2.3.; |
| --- | --- |

1.3.1.

standard devices and components as defined in paragraph 2.3.;

| 1.3.2. | non-standard devices and components as defined in paragraph 2.4.; |
| --- | --- |

1.3.2.

non-standard devices and components as defined in paragraph 2.4.;

| 1.3.3. | non-standard miscellaneous devices and components as defined in paragraph 2.5. |
| --- | --- |

1.3.3.

non-standard miscellaneous devices and components as defined in paragraph 2.5.

2.   DEFINITIONS

For the purposes of this Regulation:

| 2.1. | „mechanical coupling devices and components means” all those items on the frame, load-bearing parts of the bodywork and the chassis of the motor vehicle and trailer by means of which they are connected together to form the combination of vehicles or the articulated vehicles. Fixed or detachable parts for the attachment or operation of the mechanical coupling device or component are included. |
| --- | --- |

2.1.

„mechanical coupling devices and components means” all those items on the frame, load-bearing parts of the bodywork and the chassis of the motor vehicle and trailer by means of which they are connected together to form the combination of vehicles or the articulated vehicles. Fixed or detachable parts for the attachment or operation of the mechanical coupling device or component are included.

| 2.2. | automatic coupling requirement is achieved if reversing the towing vehicle against the trailer is sufficient to engage the coupling completely, to lock it automatically and to indicate proper engagement of the locking devices without any external intervention.
  In the case of hook type couplings automatic coupling requirement is achieved if opening and closing of the coupling locking device takes place without any external intervention when the drawbar eye is inserted into the hook. |
| --- | --- |

2.2.

automatic coupling requirement is achieved if reversing the towing vehicle against the trailer is sufficient to engage the coupling completely, to lock it automatically and to indicate proper engagement of the locking devices without any external intervention.

In the case of hook type couplings automatic coupling requirement is achieved if opening and closing of the coupling locking device takes place without any external intervention when the drawbar eye is inserted into the hook.

| 2.3. | standard mechanical coupling devices and components conform to standard dimensions and characteristic values as given in this Regulation. They are interchangeable within their class, independent of manufacturer. |
| --- | --- |

2.3.

standard mechanical coupling devices and components conform to standard dimensions and characteristic values as given in this Regulation. They are interchangeable within their class, independent of manufacturer.

| 2.4. | non-standard mechanical coupling devices and components do not conform in all respects to the standard dimensions and characteristic values given in this Regulation but can be connected to standard coupling devices and components in the relevant class. |
| --- | --- |

2.4.

non-standard mechanical coupling devices and components do not conform in all respects to the standard dimensions and characteristic values given in this Regulation but can be connected to standard coupling devices and components in the relevant class.

| 2.5. | non-standard miscellaneous mechanical coupling devices and components do not conform to standard dimensions and characteristic values as given in this Regulation and cannot be connected to standard coupling devices and components. They include, for example, devices which do not correspond with any of the Classes A to L and T listed in paragraph 2.6. such as those intended for special, heavy transport use and miscellaneous devices conforming to existing national standards. |
| --- | --- |

2.5.

non-standard miscellaneous mechanical coupling devices and components do not conform to standard dimensions and characteristic values as given in this Regulation and cannot be connected to standard coupling devices and components. They include, for example, devices which do not correspond with any of the Classes A to L and T listed in paragraph 2.6. such as those intended for special, heavy transport use and miscellaneous devices conforming to existing national standards.

| 2.6. | mechanical coupling devices and components are classified according to type as follows: |
| --- | --- |

2.6.

mechanical coupling devices and components are classified according to type as follows:

| 2.6.1. | Class A | Coupling balls and towing brackets employing a 50 mm diameter spherical device and brackets on the towing vehicle for connecting to the trailer by means of a coupling head — see annex 5, paragraph 1. |
| --- | --- | --- |

2.6.1.

Class A

Coupling balls and towing brackets employing a 50 mm diameter spherical device and brackets on the towing vehicle for connecting to the trailer by means of a coupling head — see annex 5, paragraph 1.

| 2.6.1.1. | Class A50-1 to 50-5 | Standard 50 mm diameter coupling balls with flange type bolted fixing. |
| --- | --- | --- |

2.6.1.1.

Class A50-1 to 50-5

Standard 50 mm diameter coupling balls with flange type bolted fixing.

| 2.6.1.2. | Class A50-X | Non-standard 50 mm diameter coupling balls and brackets. |
| --- | --- | --- |

2.6.1.2.

Class A50-X

Non-standard 50 mm diameter coupling balls and brackets.

| 2.6.2. | Class B | Coupling heads fitted to the drawbar of trailers for connecting to the 50 mm diameter coupling ball on the towing vehicle — see annex 5, paragraph 2. |
| --- | --- | --- |

2.6.2.

Class B

Coupling heads fitted to the drawbar of trailers for connecting to the 50 mm diameter coupling ball on the towing vehicle — see annex 5, paragraph 2.

| 2.6.2.1. | Class B50-X | Non-standard 50 mm diameter coupling heads. |
| --- | --- | --- |

2.6.2.1.

Class B50-X

Non-standard 50 mm diameter coupling heads.

| 2.6.3. | Class C | Drawbar couplings with a 50 mm diameter pin and with a jaw and an automatic closing and locking pin on the towing vehicle for connecting to the trailer by means of a drawbar eye — see annex 5, paragraph 3. |
| --- | --- | --- |

2.6.3.

Class C

Drawbar couplings with a 50 mm diameter pin and with a jaw and an automatic closing and locking pin on the towing vehicle for connecting to the trailer by means of a drawbar eye — see annex 5, paragraph 3.

| 2.6.3.1. | Class C50-1 to 50-7 | Standard 50 mm pin diameter drawbar couplings. |
| --- | --- | --- |

2.6.3.1.

Class C50-1 to 50-7

Standard 50 mm pin diameter drawbar couplings.

| 2.6.3.2. | Class C50-X | Non-standard 50 mm pin diameter drawbar couplings. |
| --- | --- | --- |

2.6.3.2.

Class C50-X

Non-standard 50 mm pin diameter drawbar couplings.

| 2.6.4. | Class D | Drawbar eyes having a parallel hole suitable for a 50 mm diameter pin and fitted to the drawbar of trailers for connecting to automatic drawbar couplings — see annex 5, paragraph 4. |
| --- | --- | --- |

2.6.4.

Class D

Drawbar eyes having a parallel hole suitable for a 50 mm diameter pin and fitted to the drawbar of trailers for connecting to automatic drawbar couplings — see annex 5, paragraph 4.

| 2.6.4.1. | Class D50-A | Standard 50 mm pin diameter drawbar eyes for welded attachment. |
| --- | --- | --- |

2.6.4.1.

Class D50-A

Standard 50 mm pin diameter drawbar eyes for welded attachment.

| 2.6.4.2. | Class D50-B | Standard 50 mm pin diameter drawbar eyes for threaded attachment. |
| --- | --- | --- |

2.6.4.2.

Class D50-B

Standard 50 mm pin diameter drawbar eyes for threaded attachment.

| 2.6.4.3. | Class D50-C& 50-D | Standard 50 mm pin diameter drawbar eyes for bolted attachment. |
| --- | --- | --- |

2.6.4.3.

Class D50-C& 50-D

Standard 50 mm pin diameter drawbar eyes for bolted attachment.

| 2.6.4.4. | Class D50-X | Non-standard 50 mm pin diameter drawbar eyes. |
| --- | --- | --- |

2.6.4.4.

Class D50-X

Non-standard 50 mm pin diameter drawbar eyes.

| 2.6.5. | Class E | Non-standard drawbars comprising overrun devices and similar items of equipment mounted on the front of the towed vehicle, or to the vehicle chassis, which are suitable for coupling to the towing vehicle by means of drawbar eyes, coupling heads or similar coupling devices — see annex 5, paragraph 5. |
| --- | --- | --- |
| | Drawbars may be hinged to move freely in a vertical plane and not support any vertical load or be fixed in a vertical plane so as to support a vertical load (Rigid drawbars). Rigid drawbars can be entirely rigid or be flexibly mounted. |
| | Drawbars may comprise more than one component and may be adjustable or cranked. |
| | This Regulation applies to drawbars which are separate units, not an integral part of the chassis of the towed vehicle. |

2.6.5.

Class E

Non-standard drawbars comprising overrun devices and similar items of equipment mounted on the front of the towed vehicle, or to the vehicle chassis, which are suitable for coupling to the towing vehicle by means of drawbar eyes, coupling heads or similar coupling devices — see annex 5, paragraph 5.

Drawbars may be hinged to move freely in a vertical plane and not support any vertical load or be fixed in a vertical plane so as to support a vertical load (Rigid drawbars). Rigid drawbars can be entirely rigid or be flexibly mounted.

Drawbars may comprise more than one component and may be adjustable or cranked.

This Regulation applies to drawbars which are separate units, not an integral part of the chassis of the towed vehicle.

| 2.6.6. | Class F | Non-standard drawbeams comprising all components and devices between the coupling devices, such as coupling balls and drawbar couplings, and the frame (for example the rear cross member), the load-bearing bodywork or the chassis of the towing vehicle — see annex 5, paragraph 6. |
| --- | --- | --- |

2.6.6.

Class F

Non-standard drawbeams comprising all components and devices between the coupling devices, such as coupling balls and drawbar couplings, and the frame (for example the rear cross member), the load-bearing bodywork or the chassis of the towing vehicle — see annex 5, paragraph 6.

| 2.6.7. | Class G | Fifth wheel couplings are plate type couplings having an automatic coupling lock and are fitted to the towing vehicle for connecting with a 50 mm diameter fifth wheel coupling pin fitted to a semitrailer — see annex 5, paragraph 7. |
| --- | --- | --- |

2.6.7.

Class G

Fifth wheel couplings are plate type couplings having an automatic coupling lock and are fitted to the towing vehicle for connecting with a 50 mm diameter fifth wheel coupling pin fitted to a semitrailer — see annex 5, paragraph 7.

| 2.6.7.1. | Class G50 | Standard 50 mm pin diameter fifth wheel couplings. |
| --- | --- | --- |

2.6.7.1.

Class G50

Standard 50 mm pin diameter fifth wheel couplings.

| 2.6.7.2. | Class G50-X | Non-standard 50 mm pin diameter fifth wheel couplings. |
| --- | --- | --- |

2.6.7.2.

Class G50-X

Non-standard 50 mm pin diameter fifth wheel couplings.

| 2.6.8. | Class H | Fifth wheel coupling pins, 50 mm diameter, are devices fitted to a semitrailer to connect with the fifth wheel coupling of the towing vehicle — see annex 5, paragraph 8. |
| --- | --- | --- |

2.6.8.

Class H

Fifth wheel coupling pins, 50 mm diameter, are devices fitted to a semitrailer to connect with the fifth wheel coupling of the towing vehicle — see annex 5, paragraph 8.

| 2.6.8.1. | Class H50-X | Non-standard 50 mm pin diameter fifth wheel coupling pins. |
| --- | --- | --- |

2.6.8.1.

Class H50-X

Non-standard 50 mm pin diameter fifth wheel coupling pins.

| 2.6.9. | Class J | Non-standard mounting plates comprising all components and devices for attaching fifth wheel couplings to the frame or chassis of the towing vehicle. The mounting plate may have provision for moving horizontally, that is to form a sliding fifth wheel — see annex 5, paragraph 9. |
| --- | --- | --- |

2.6.9.

Class J

Non-standard mounting plates comprising all components and devices for attaching fifth wheel couplings to the frame or chassis of the towing vehicle. The mounting plate may have provision for moving horizontally, that is to form a sliding fifth wheel — see annex 5, paragraph 9.

| 2.6.10. | Class K | Standard, hook type couplings intended for use with appropriate Class L type toroidal drawbar eyes — see annex 5, paragraph 10. |
| --- | --- | --- |

2.6.10.

Class K

Standard, hook type couplings intended for use with appropriate Class L type toroidal drawbar eyes — see annex 5, paragraph 10.

| 2.6.11. | Class L | Standard toroidal drawbar eyes for use with appropriate Class K hook type couplings — see annex 5, paragraph 4. |
| --- | --- | --- |

2.6.11.

Class L

Standard toroidal drawbar eyes for use with appropriate Class K hook type couplings — see annex 5, paragraph 4.

| 2.6.12. | Class S | Devices and components which do not conform to any of the Classes A to L or T above and which are used, for example, for special heavy transport or are devices unique to some countries and covered by existing national standards. |
| --- | --- | --- |

2.6.12.

Class S

Devices and components which do not conform to any of the Classes A to L or T above and which are used, for example, for special heavy transport or are devices unique to some countries and covered by existing national standards.

| 2.6.13. | Class T | Non-standard, non-automatic dedicated drawbar type couplings which are able to be separated only by the use of tools and are typically used for trailers of car transporters. They shall be approved as a matched pair. |
| --- | --- | --- |

2.6.13.

Class T

Non-standard, non-automatic dedicated drawbar type couplings which are able to be separated only by the use of tools and are typically used for trailers of car transporters. They shall be approved as a matched pair.

| 2.7. | Steering wedges are devices or components mounted on semitrailers which control positive steering of the trailer in conjunction with the fifth wheel coupling. |
| --- | --- |

2.7.

Steering wedges are devices or components mounted on semitrailers which control positive steering of the trailer in conjunction with the fifth wheel coupling.

| 2.8. | Remote control systems are devices and components which enable the coupling device to be operated from the side of the vehicle or from the driving cab of the vehicle. |
| --- | --- |

2.8.

Remote control systems are devices and components which enable the coupling device to be operated from the side of the vehicle or from the driving cab of the vehicle.

| 2.9. | Remote indicators are devices and components which give an indication in the vehicle cab that coupling has been effected and that the locking devices have engaged. |
| --- | --- |

2.9.

Remote indicators are devices and components which give an indication in the vehicle cab that coupling has been effected and that the locking devices have engaged.

| 2.10. | „type of coupling device or component” means a device or component which does not differ in such essential respects as: |
| --- | --- |

2.10.

„type of coupling device or component” means a device or component which does not differ in such essential respects as:

| 2.10.1. | the manufacturer's or supplier s trade name or mark; |
| --- | --- |

2.10.1.

the manufacturer's or supplier s trade name or mark;

| 2.10.2. | the class of coupling as defined in paragraph 2.6.; |
| --- | --- |

2.10.2.

the class of coupling as defined in paragraph 2.6.;

| 2.10.3. | the external shape, principal dimensions or fundamental difference in design including materials used; and |
| --- | --- |

2.10.3.

the external shape, principal dimensions or fundamental difference in design including materials used; and

| 2.10.4. | the characteristic values D, Dc, S, V and U as defined in paragraph 2.11. |
| --- | --- |

2.10.4.

the characteristic values D, Dc, S, V and U as defined in paragraph 2.11.

| 2.11. | The characteristic values D, Dc, S, V and U are defined or determined as: |
| --- | --- |

2.11.

The characteristic values D, Dc, S, V and U are defined or determined as:

| 2.11.1. | The D or Dc value is the theoretical reference value for the horizontal forces in the towing vehicle and the trailer and is used as the basis for horizontal loads in the dynamic tests. For mechanical coupling devices and components not designed to support imposed vertical loads, the value is:
  D = g ((T · R)/(T + R)) kN
  For mechanical coupling devices and components for centre axle trailers as defined in 2.13, the value is:
  Dc = g ((T · C)/(T + C)) kN
  For fifth wheel couplings of Class G, fifth wheel coupling pins of Class H and mounting plates of Class J, as defined in paragraph 2.6., the value is:
  D = g ((0,6 · T ·R)/(T + R-U)) kN
  where:






  T | is the technically permissible maximum mass of the towing vehicle, in tonnes. Where relevant, this includes the vertical load imposed by a centre axle trailer. (2) |
| --- | --- | --- |
| R | is the technically permissible maximum mass, in tonnes, of a trailer with drawbar free to move in a vertical plane, or of a semitrailer. (2) |
| C | is the mass, in tonnes, transmitted to the ground by the axle or axles of the centre axle trailer, as defined in paragraph 2.13., when coupled to the towing vehicle and loaded to the technically permissible maximum mass (2). For Category O1 and O2 centre axle trailers (3) the technically permissible maximum mass will be that declared by the manufacturer of the towing vehicle. |
| g | is the acceleration due to gravity (assumed to be 9,81 m/s2 |
| U | is as defined in paragraph 2.11.2. |
| S | is as defined in paragraph 2.11.3. |

2.11.1.

The D or Dc value is the theoretical reference value for the horizontal forces in the towing vehicle and the trailer and is used as the basis for horizontal loads in the dynamic tests. For mechanical coupling devices and components not designed to support imposed vertical loads, the value is:

D = g ((T · R)/(T + R)) kN

For mechanical coupling devices and components for centre axle trailers as defined in 2.13, the value is:

Dc = g ((T · C)/(T + C)) kN

For fifth wheel couplings of Class G, fifth wheel coupling pins of Class H and mounting plates of Class J, as defined in paragraph 2.6., the value is:

D = g ((0,6 · T ·R)/(T + R-U)) kN

where:

T

is the technically permissible maximum mass of the towing vehicle, in tonnes. Where relevant, this includes the vertical load imposed by a centre axle trailer. (2)

R

is the technically permissible maximum mass, in tonnes, of a trailer with drawbar free to move in a vertical plane, or of a semitrailer. (2)

C

is the mass, in tonnes, transmitted to the ground by the axle or axles of the centre axle trailer, as defined in paragraph 2.13., when coupled to the towing vehicle and loaded to the technically permissible maximum mass (2). For Category O1 and O2 centre axle trailers (3) the technically permissible maximum mass will be that declared by the manufacturer of the towing vehicle.

g

is the acceleration due to gravity (assumed to be 9,81 m/s2

U

is as defined in paragraph 2.11.2.

S

is as defined in paragraph 2.11.3.

| 2.11.2. | The U value is the vertical mass, in tonnes, imposed on the fifth wheel coupling by the semitrailer of technically permissible maximum mass (2) |
| --- | --- |

2.11.2.

The U value is the vertical mass, in tonnes, imposed on the fifth wheel coupling by the semitrailer of technically permissible maximum mass (2)

| 2.11.3. | The S value is the vertical mass, in kilograms, imposed on the coupling, under static conditions, by the centre axle trailer, as defined in paragraph 2.13., of technically permissible maximum mass (2) |
| --- | --- |

2.11.3.

The S value is the vertical mass, in kilograms, imposed on the coupling, under static conditions, by the centre axle trailer, as defined in paragraph 2.13., of technically permissible maximum mass (2)

| 2.11.4. | The V value is the theoretical reference value of the amplitude of the vertical force imposed on the coupling by the centre axle trailer of technically permissible maximum mass greater than 3,5 tonnes. The V value is used as the basis for vertical forces in the dynamic tests.

  V = (a · C · X2) / L2
  (See the Note below)
  where:






  a | is an equivalent vertical acceleration at the coupling depending on the type of suspension system of the rear axle of the towing vehicle. |
| --- | --- | --- |

2.11.4.

The V value is the theoretical reference value of the amplitude of the vertical force imposed on the coupling by the centre axle trailer of technically permissible maximum mass greater than 3,5 tonnes. The V value is used as the basis for vertical forces in the dynamic tests.

V = (a · C · X2) / L2
  (See the Note below)

where:

a

is an equivalent vertical acceleration at the coupling depending on the type of suspension system of the rear axle of the towing vehicle.

For air suspension (or suspension systems with equivalent damping characteristics)

a = 1n8 m/s2

For other types of suspension:

a = 2n4 m/s2

| X | is the length of the loading area of the trailer, in metres (see Figure 1) |
| --- | --- |

X

is the length of the loading area of the trailer, in metres (see Figure 1)

| L | is the distance from the centre of the drawbar eye to the centre of the axle assembly, in metres (see Figure 1) |
| --- | --- |

L

is the distance from the centre of the drawbar eye to the centre of the axle assembly, in metres (see Figure 1)

Note: (X2 / L2) ≥ 1,0

(If less than 1,0, the value of 1,0 shall be used)

Figure 1

Dimensions of the centre axle trailer

Image

| 2.12. | Symbols and definitions used in annex 6 of this Regulation.






  Av | = | maximum permitted axle mass of the steered axle in tonnes. |
| --- | --- | --- | --- |
| C | = | mass of centre axle trailer in tonnes — see paragraph 2.11.1. of this Regulation. |
| D | = | D value in kN — see paragraph 2.11.1. of this Regulation. |
| Dc | = | Dc value in kN for centre axle trailers — see paragraph 2.11.1. of this Regulation. |
| R | = | mass of towed vehicle in tonnes — see paragraph 2.11.1. of this Regulation. |
| T | = | mass of towing vehicle in tonnes — see paragraph 2.11.1. of this Regulation. |
| Fa | = | static lifting force in kN. |
| Fh | = | horizontal component of test force in longitudinal axis of vehicle in kN. |
| Fs | = | vertical component of test force in kN. |
| S | = | static vertical mass in kg. |
| U | = | fifth wheel imposed vertical mass in tonnes. |
| V | = | V-value in kN — see paragraph 2.11.4. of this Regulation. |
| a | = | equivalent vertical acceleration factor at the coupling point of centre axle trailers depending on the type of suspension of the rear axle(s) of the towing vehicle — see paragraph 2.11.4. of this Regulation. |
| e | = | longitudinal distance between the coupling point of coupling balls which can be dismantled and the vertical plane of the fixing points (see Figures 20c to 20f) in mm. |
| f | = | vertical distance between the coupling point of coupling balls which can be dismantled and the horizontal plane of the fixing points (see Figures 20c to 20f) in mm. |
| g | = | acceleration due to gravity, assumed as 9,81 m/s2. |
| L | = | theoretical drawbar length between the centre of the drawbar eye and the centre of the axle assembly in metres. |
| X | = | length of the loading area of a centre axle trailer in metres. |
| Subscripts: |
| O | = | maximum test force |
| U | = | minimum test force |
| a | = | static force |
| h | = | horizontal |
| p | = | pulsating |
| res | = | resultant |
| s | = | vertical |
| w | = | alternating force |

2.12.

Av

=

maximum permitted axle mass of the steered axle in tonnes.

C

=

mass of centre axle trailer in tonnes — see paragraph 2.11.1. of this Regulation.

D

=

D value in kN — see paragraph 2.11.1. of this Regulation.

Dc

=

Dc value in kN for centre axle trailers — see paragraph 2.11.1. of this Regulation.

R

=

mass of towed vehicle in tonnes — see paragraph 2.11.1. of this Regulation.

T

=

mass of towing vehicle in tonnes — see paragraph 2.11.1. of this Regulation.

Fa

=

static lifting force in kN.

Fh

=

horizontal component of test force in longitudinal axis of vehicle in kN.

Fs

=

vertical component of test force in kN.

S

=

static vertical mass in kg.

U

=

fifth wheel imposed vertical mass in tonnes.

V

=

V-value in kN — see paragraph 2.11.4. of this Regulation.

a

=

equivalent vertical acceleration factor at the coupling point of centre axle trailers depending on the type of suspension of the rear axle(s) of the towing vehicle — see paragraph 2.11.4. of this Regulation.

e

=

longitudinal distance between the coupling point of coupling balls which can be dismantled and the vertical plane of the fixing points (see Figures 20c to 20f) in mm.

f

=

vertical distance between the coupling point of coupling balls which can be dismantled and the horizontal plane of the fixing points (see Figures 20c to 20f) in mm.

g

=

acceleration due to gravity, assumed as 9,81 m/s2.

L

=

theoretical drawbar length between the centre of the drawbar eye and the centre of the axle assembly in metres.

X

=

length of the loading area of a centre axle trailer in metres.

Subscripts:

O

=

maximum test force

U

=

minimum test force

a

=

static force

h

=

horizontal

p

=

pulsating

res

=

resultant

s

=

vertical

w

=

alternating force

| 2.13. | „Centre axle trailer” means a trailer having a drawbar which cannot move in a vertical plane independent of the trailer and having an axle or axles positioned close to the centre of gravity of the trailer, when uniformly loaded. The vertical load imposed on the coupling of the towing vehicle shall not exceed 10 per cent of the maximum mass of the trailer, or 1 000 kg, whichever is the lesser. The maximum mass of the centre axle trailer means the total mass transmitted to the ground by the axle or axles of the trailer when coupled to a towing vehicle and when loaded to the technically permissible maximum mass (4). |
| --- | --- |

2.13.

„Centre axle trailer” means a trailer having a drawbar which cannot move in a vertical plane independent of the trailer and having an axle or axles positioned close to the centre of gravity of the trailer, when uniformly loaded. The vertical load imposed on the coupling of the towing vehicle shall not exceed 10 per cent of the maximum mass of the trailer, or 1 000 kg, whichever is the lesser. The maximum mass of the centre axle trailer means the total mass transmitted to the ground by the axle or axles of the trailer when coupled to a towing vehicle and when loaded to the technically permissible maximum mass (4).

| 2.14. | „Positive mechanical engagement” means that the design and geometry of a device and its component parts shall be such that it will not open or disengage under the action of any forces or components of forces to which it is subject during normal use or testing. |
| --- | --- |

2.14.

„Positive mechanical engagement” means that the design and geometry of a device and its component parts shall be such that it will not open or disengage under the action of any forces or components of forces to which it is subject during normal use or testing.

| 2.15. | „Vehicle type” means vehicles which do not differ in such essential respects as the structure, dimensions, shape and materials in areas to which the mechanical coupling device or component is affixed. This applies to both the towing vehicle and trailer. |
| --- | --- |

2.15.

„Vehicle type” means vehicles which do not differ in such essential respects as the structure, dimensions, shape and materials in areas to which the mechanical coupling device or component is affixed. This applies to both the towing vehicle and trailer.

3.   APPLICATION FOR APPROVAL OF A MECHANICAL COUPLING DEVICE OR COMPONENT

| 3.1. | The application for approval shall be submitted by the holder of the trade name or mark or by his duly accredited representative. |
| --- | --- |

3.1.

The application for approval shall be submitted by the holder of the trade name or mark or by his duly accredited representative.

| 3.2. | For each type of mechanical coupling device or component the application shall be accompanied by the following information, for example, by means of the Communication form given in annex 1: |
| --- | --- |

3.2.

For each type of mechanical coupling device or component the application shall be accompanied by the following information, for example, by means of the Communication form given in annex 1:

| 3.2.1. | details of all manufacturer's or supplier's trade names or marks to be applied to the coupling device or component; |
| --- | --- |

3.2.1.

details of all manufacturer's or supplier's trade names or marks to be applied to the coupling device or component;

| 3.2.2. | three sets of drawings which are sufficiently detailed to define the device or component and which specify how it is to be fitted to the vehicle; the drawings shall show the position and space provided for the approval number and other marking as given in paragraph 7.; |
| --- | --- |

3.2.2.

three sets of drawings which are sufficiently detailed to define the device or component and which specify how it is to be fitted to the vehicle; the drawings shall show the position and space provided for the approval number and other marking as given in paragraph 7.;

| 3.2.3. | a statement of the values of D, Dc, S, V and U as applicable and as defined in paragraph 2.11.
  For Class A towing brackets a statement of the maximum permissible towing vehicle and trailer masses and the maximum permissible static vertical imposed load on the tow ball as advised by the manufacturer of the towing vehicle; |
| --- | --- |

3.2.3.

a statement of the values of D, Dc, S, V and U as applicable and as defined in paragraph 2.11.

For Class A towing brackets a statement of the maximum permissible towing vehicle and trailer masses and the maximum permissible static vertical imposed load on the tow ball as advised by the manufacturer of the towing vehicle;

| 3.2.3.1. | The characteristic values shall be at least equal to those applicable to the maximum permissible towing vehicle, trailer and combination masses. |
| --- | --- |

3.2.3.1.

The characteristic values shall be at least equal to those applicable to the maximum permissible towing vehicle, trailer and combination masses.

| 3.2.4. | a detailed technical description of the device or component, specifying, in particular, the type and the materials used; |
| --- | --- |

3.2.4.

a detailed technical description of the device or component, specifying, in particular, the type and the materials used;

| 3.2.5. | restrictions on the vehicles to which the coupling may be fitted — see annex 1, paragraph 12 and annex 5, paragraph 3.4.; |
| --- | --- |

3.2.5.

restrictions on the vehicles to which the coupling may be fitted — see annex 1, paragraph 12 and annex 5, paragraph 3.4.;

| 3.2.6. | one sample, plus additional samples as requested by the type approval authority or technical service; |
| --- | --- |

3.2.6.

one sample, plus additional samples as requested by the type approval authority or technical service;

| 3.2.7. | all samples shall be fully finished with the final surface treatment applied. However, if the final treatment is by painting or epoxy powder coating, this should be omitted; |
| --- | --- |

3.2.7.

all samples shall be fully finished with the final surface treatment applied. However, if the final treatment is by painting or epoxy powder coating, this should be omitted;

| 3.2.8. | in the case of a mechanical coupling device or component designed for a specific vehicle type, the manufacturer of the device or component shall also submit the installation data given by the vehicle manufacturer. The approval authority or technical service may also request that a vehicle representative of the type be submitted. |
| --- | --- |

3.2.8.

in the case of a mechanical coupling device or component designed for a specific vehicle type, the manufacturer of the device or component shall also submit the installation data given by the vehicle manufacturer. The approval authority or technical service may also request that a vehicle representative of the type be submitted.

4.   GENERAL REQUIREMENTS FOR MECHANICAL COUPLING DEVICES OR COMPONENTS

| 4.1. | Each sample shall conform to the dimensional and strength specifications set out in annexes 5 and 6. Following the tests specified in annex 6 there shall not be any cracks, fractures or any excessive permanent distortion which would be detrimental to the satisfactory operation of the device or component. |
| --- | --- |

4.1.

Each sample shall conform to the dimensional and strength specifications set out in annexes 5 and 6. Following the tests specified in annex 6 there shall not be any cracks, fractures or any excessive permanent distortion which would be detrimental to the satisfactory operation of the device or component.

| 4.2. | All parts of the mechanical coupling device or component whose failure could result in separation of the vehicle and trailer shall be made of steel. Other materials may be used provided that equivalence has been demonstrated by the manufacturer to the satisfaction of the type approval authority or technical service of the Contracting Party applying this Regulation. |
| --- | --- |

4.2.

All parts of the mechanical coupling device or component whose failure could result in separation of the vehicle and trailer shall be made of steel. Other materials may be used provided that equivalence has been demonstrated by the manufacturer to the satisfaction of the type approval authority or technical service of the Contracting Party applying this Regulation.

| 4.3. | The mechanical coupling devices or components shall be safe to operate and coupling and uncoupling shall be possible by one person without the use of tools. With the exception of Class T couplings only devices which allow automatic coupling shall be allowed for the coupling of trailers having a maximum technically permissible mass greater than 3,5 tonnes. |
| --- | --- |

4.3.

The mechanical coupling devices or components shall be safe to operate and coupling and uncoupling shall be possible by one person without the use of tools. With the exception of Class T couplings only devices which allow automatic coupling shall be allowed for the coupling of trailers having a maximum technically permissible mass greater than 3,5 tonnes.

| 4.4. | The mechanical coupling devices or components shall be designed and manufactured such that in normal use and with correct maintenance and replacement of wearing parts they will continue to function satisfactorily and retain the characteristics prescribed by this Regulation. |
| --- | --- |

4.4.

The mechanical coupling devices or components shall be designed and manufactured such that in normal use and with correct maintenance and replacement of wearing parts they will continue to function satisfactorily and retain the characteristics prescribed by this Regulation.

| 4.5. | All mechanical coupling devices or components shall be designed to have positive mechanical engagement and the closed position shall be locked at least once by further positive mechanical engagement unless further requirements are stated in annex 5. Alternatively there may be two or more separate arrangements to ensure the integrity of the device but each arrangement shall be designed to have positive mechanical engagement and shall be tested individually to any requirements given in annex 6. Positive mechanical engagement shall be as defined in paragraph 2.14.
  Spring forces may be used only to close the device and to prevent the effects of vibration from causing component parts of the device to move to positions where it may open or disengage.
  The failure or omission of any one single spring shall not allow the complete device to open or disengage. |
| --- | --- |

4.5.

All mechanical coupling devices or components shall be designed to have positive mechanical engagement and the closed position shall be locked at least once by further positive mechanical engagement unless further requirements are stated in annex 5. Alternatively there may be two or more separate arrangements to ensure the integrity of the device but each arrangement shall be designed to have positive mechanical engagement and shall be tested individually to any requirements given in annex 6. Positive mechanical engagement shall be as defined in paragraph 2.14.

Spring forces may be used only to close the device and to prevent the effects of vibration from causing component parts of the device to move to positions where it may open or disengage.

The failure or omission of any one single spring shall not allow the complete device to open or disengage.

| 4.6. | Every device or component shall be accompanied by installation and operating instructions giving sufficient information for any competent person to install it correctly on the vehicle and operate it properly — see also annex 7. The instructions shall be in at least the language of the country in which it will be offered for sale. In the case of devices and components supplied for original equipment fitting by a vehicle manufacturer or bodybuilder, installation instructions may be dispensed with but the vehicle manufacturer or bodybuilder will be responsible for ensuring that the vehicle operator is supplied with the necessary instructions for correct operation of the coupling device or component. |
| --- | --- |

4.6.

Every device or component shall be accompanied by installation and operating instructions giving sufficient information for any competent person to install it correctly on the vehicle and operate it properly — see also annex 7. The instructions shall be in at least the language of the country in which it will be offered for sale. In the case of devices and components supplied for original equipment fitting by a vehicle manufacturer or bodybuilder, installation instructions may be dispensed with but the vehicle manufacturer or bodybuilder will be responsible for ensuring that the vehicle operator is supplied with the necessary instructions for correct operation of the coupling device or component.

| 4.7. | For devices and components of Class A, or Class S, if applicable, for use with trailers of maximum permissible mass not exceeding 3,5 tonnes, and which are produced by manufacturers not having any association with the vehicle manufacturer and where the devices and components are intended for fitting in the after-market, the height and other installation features of the coupling shall, in all cases, be verified by the type approval authority or technical service in accordance with annex 7, paragraph 1. |
| --- | --- |

4.7.

For devices and components of Class A, or Class S, if applicable, for use with trailers of maximum permissible mass not exceeding 3,5 tonnes, and which are produced by manufacturers not having any association with the vehicle manufacturer and where the devices and components are intended for fitting in the after-market, the height and other installation features of the coupling shall, in all cases, be verified by the type approval authority or technical service in accordance with annex 7, paragraph 1.

| 4.8. | For heavy duty and other non-standard miscellaneous coupling devices or components, Class S and Class T, the relevant requirements in annexes 5, 6 and 7 for the closest standard or non-standard device or component shall be used. |
| --- | --- |

4.8.

For heavy duty and other non-standard miscellaneous coupling devices or components, Class S and Class T, the relevant requirements in annexes 5, 6 and 7 for the closest standard or non-standard device or component shall be used.

5.   APPLICATION FOR APPROVAL OF A VEHICLE FITTED WITH A MECHANICAL COUPLING DEVICE OR COMPONENT

| 5.1. | Where a vehicle manufacturer applies for approval of a vehicle fitted with a mechanical coupling device or component or authorises the use of a vehicle for towing any form of trailer, then, at the request of a bona fide applicant for possible type approval for a mechanical coupling device or component, or of the type approval authority or technical service of a Contracting Party, the vehicle manufacturer shall readily make available to that inquirer or authority or technical service, such information as required in paragraph 5.3. below, to enable a manufacturer of a coupling device or component to properly design and manufacture a mechanical coupling device or component for that vehicle. At the request of a bona fide applicant for possible type approval for a mechanical coupling device or component, any information given in paragraph 5.3. below which is held by the type approval authority shall be released to that applicant. |
| --- | --- |

5.1.

Where a vehicle manufacturer applies for approval of a vehicle fitted with a mechanical coupling device or component or authorises the use of a vehicle for towing any form of trailer, then, at the request of a bona fide applicant for possible type approval for a mechanical coupling device or component, or of the type approval authority or technical service of a Contracting Party, the vehicle manufacturer shall readily make available to that inquirer or authority or technical service, such information as required in paragraph 5.3. below, to enable a manufacturer of a coupling device or component to properly design and manufacture a mechanical coupling device or component for that vehicle. At the request of a bona fide applicant for possible type approval for a mechanical coupling device or component, any information given in paragraph 5.3. below which is held by the type approval authority shall be released to that applicant.

| 5.2. | The application for approval of a vehicle type with regard to the fitting of a mechanical coupling device or component shall be submitted by the vehicle manufacturer or by his duly accredited representative. |
| --- | --- |

5.2.

The application for approval of a vehicle type with regard to the fitting of a mechanical coupling device or component shall be submitted by the vehicle manufacturer or by his duly accredited representative.

| 5.3. | It shall be accompanied by the following information to enable the type approval authority to complete the communication form given in annex 2. |
| --- | --- |

5.3.

It shall be accompanied by the following information to enable the type approval authority to complete the communication form given in annex 2.

| 5.3.1. | a detailed description of the vehicle type and of the mechanical coupling device or component and, at the request of the type approval authority or technical service, a copy of the approval form for the device or component; |
| --- | --- |

5.3.1.

a detailed description of the vehicle type and of the mechanical coupling device or component and, at the request of the type approval authority or technical service, a copy of the approval form for the device or component;

| 5.3.2. | The information shall also include the maximum permissible masses of the towing and towed vehicles, the distribution of the maximum permissible mass of the towing vehicle between the axles, the maximum permissible axle masses, the maximum permissible vertical loading to be imposed on the rear of the towing vehicle and details and/or drawings of the installation mounting points for the device or component and of any additional reinforcing plates, support brackets and so on, necessary for safe attachment of the mechanical coupling device or component to the towing vehicle; |
| --- | --- |

5.3.2.

The information shall also include the maximum permissible masses of the towing and towed vehicles, the distribution of the maximum permissible mass of the towing vehicle between the axles, the maximum permissible axle masses, the maximum permissible vertical loading to be imposed on the rear of the towing vehicle and details and/or drawings of the installation mounting points for the device or component and of any additional reinforcing plates, support brackets and so on, necessary for safe attachment of the mechanical coupling device or component to the towing vehicle;

| 5.3.2.1. | the loading condition at which the height of the tow ball of M1 category vehicles is to be measured — see paragraph 2 of annex 7, appendix 1. |
| --- | --- |

5.3.2.1.

the loading condition at which the height of the tow ball of M1 category vehicles is to be measured — see paragraph 2 of annex 7, appendix 1.

| 5.3.3. | three sets of drawings which are sufficiently detailed to identify the device or component and which specify how it is to be fitted to the vehicle; the drawings shall show the position and space provided for the approval number and other marking as given in paragraph 7.; |
| --- | --- |

5.3.3.

three sets of drawings which are sufficiently detailed to identify the device or component and which specify how it is to be fitted to the vehicle; the drawings shall show the position and space provided for the approval number and other marking as given in paragraph 7.;

| 5.3.4. | a detailed technical description of the device or component, specifying, in particular, the type and the materials used; |
| --- | --- |

5.3.4.

a detailed technical description of the device or component, specifying, in particular, the type and the materials used;

| 5.3.5. | a statement of the values of D, Dc, S, V and U as applicable and as defined in paragraph 2.11.; |
| --- | --- |

5.3.5.

a statement of the values of D, Dc, S, V and U as applicable and as defined in paragraph 2.11.;

| 5.3.5.1. | The characteristic values shall be at least equal to those applicable to the maximum permissible towing vehicle, trailer and combination masses. |
| --- | --- |

5.3.5.1.

The characteristic values shall be at least equal to those applicable to the maximum permissible towing vehicle, trailer and combination masses.

| 5.3.6. | a vehicle, representative of the type to be approved and fitted with a mechanical coupling device, shall be submitted to the type approval authority or technical service which may also request additional samples of the device or component; |
| --- | --- |

5.3.6.

a vehicle, representative of the type to be approved and fitted with a mechanical coupling device, shall be submitted to the type approval authority or technical service which may also request additional samples of the device or component;

| 5.3.7. | a vehicle not having all of the components appropriate to the type may be accepted provided that the applicant can show, to the satisfaction of the type approval authority or technical service, that the absence of the components does not have any effect on the results of the inspection as far as the requirements of this Regulation are concerned. |
| --- | --- |

5.3.7.

a vehicle not having all of the components appropriate to the type may be accepted provided that the applicant can show, to the satisfaction of the type approval authority or technical service, that the absence of the components does not have any effect on the results of the inspection as far as the requirements of this Regulation are concerned.

6.   GENERAL REQUIREMENTS FOR VEHICLES FITTED WITH A MECHANICAL COUPLING DEVICE OR COMPONENT

| 6.1. | The mechanical coupling device or component fitted to the vehicle shall be approved in accordance with the requirements of paragraphs 3 and 4 and annexes 5 and 6 of this Regulation. |
| --- | --- |

6.1.

The mechanical coupling device or component fitted to the vehicle shall be approved in accordance with the requirements of paragraphs 3 and 4 and annexes 5 and 6 of this Regulation.

| 6.2. | The installation of the mechanical coupling device or component shall meet the requirements of annex 7 to this Regulation. |
| --- | --- |

6.2.

The installation of the mechanical coupling device or component shall meet the requirements of annex 7 to this Regulation.

| 6.3. | Operating instructions shall be provided for use of the coupling device or component which shall contain any special instructions for operations which are different from those normally associated with the type of coupling device or component and instructions for coupling and uncoupling with different modes of operation, for example, at various angles between the towing and towed vehicles. Each vehicle shall be accompanied by these operating instructions which shall be at least in the language of the country in which it will be offered for sale. |
| --- | --- |

6.3.

Operating instructions shall be provided for use of the coupling device or component which shall contain any special instructions for operations which are different from those normally associated with the type of coupling device or component and instructions for coupling and uncoupling with different modes of operation, for example, at various angles between the towing and towed vehicles. Each vehicle shall be accompanied by these operating instructions which shall be at least in the language of the country in which it will be offered for sale.

7.   MARKINGS

| 7.1. | Types of mechanical coupling devices and components submitted for approval shall bear the trade name or mark of the manufacturer, supplier or applicant. |
| --- | --- |

7.1.

Types of mechanical coupling devices and components submitted for approval shall bear the trade name or mark of the manufacturer, supplier or applicant.

| 7.2. | There shall be a sufficiently large space for application of the approval mark referred to in paragraph 8.5 and shown in annex 3. This space shall be shown on the drawings referred to in paragraph 3.2.2. |
| --- | --- |

7.2.

There shall be a sufficiently large space for application of the approval mark referred to in paragraph 8.5 and shown in annex 3. This space shall be shown on the drawings referred to in paragraph 3.2.2.

| 7.3. | Adjacent to the approval mark referred to in paragraphs 7.2 and 8.5, the mechanical coupling device or component shall be marked with the class of coupling, as defined in paragraph 2.6 and the relevant characteristic values as defined in paragraph 2.11 and shown in annex 4. The position for these markings shall be shown on the drawings referred to in paragraph 3.2.2.
  The characteristic values need not be marked in cases where those values are defined in the classification given in this Regulation, for example, Classes A50-1 to A50-5. |
| --- | --- |

7.3.

Adjacent to the approval mark referred to in paragraphs 7.2 and 8.5, the mechanical coupling device or component shall be marked with the class of coupling, as defined in paragraph 2.6 and the relevant characteristic values as defined in paragraph 2.11 and shown in annex 4. The position for these markings shall be shown on the drawings referred to in paragraph 3.2.2.

The characteristic values need not be marked in cases where those values are defined in the classification given in this Regulation, for example, Classes A50-1 to A50-5.

| 7.4. | Where the mechanical coupling device or component is approved for alternative characteristic values within the same class of coupling or device, a maximum of two alternatives shall be marked on the device or component. |
| --- | --- |

7.4.

Where the mechanical coupling device or component is approved for alternative characteristic values within the same class of coupling or device, a maximum of two alternatives shall be marked on the device or component.

| 7.5. | If the application of the mechanical coupling device or component is restricted in any way, for example, if it is not to be used with steering wedges, then that restriction shall be marked on the device or component. |
| --- | --- |

7.5.

If the application of the mechanical coupling device or component is restricted in any way, for example, if it is not to be used with steering wedges, then that restriction shall be marked on the device or component.

| 7.6. | All markings shall be permanent and legible when the device or component is installed on the vehicle. |
| --- | --- |

7.6.

All markings shall be permanent and legible when the device or component is installed on the vehicle.

8.   APPROVAL

| 8.1. | If the sample(s) of a type of mechanical coupling device or component meets (meet) the requirements of this Regulation, approval shall be granted subject to the requirements of paragraph 10 being satisfactorily met. |
| --- | --- |

8.1.

If the sample(s) of a type of mechanical coupling device or component meets (meet) the requirements of this Regulation, approval shall be granted subject to the requirements of paragraph 10 being satisfactorily met.

| 8.2. | An approval number shall be assigned to each type approved. Its first two digits (at present 01) 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 device or component referred to in this Regulation. |
| --- | --- |

8.2.

An approval number shall be assigned to each type approved. Its first two digits (at present 01) 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 device or component referred to in this Regulation.

| 8.3. | Notice of approval or of extension, refusal or withdrawal of approval or of production definitely discontinued, relating to a type of mechanical coupling device or component approved pursuant to this Regulation, shall be communicated to the Parties to the 1958 Agreement applying this Regulation, by means of a communication form conforming to the model in either annex 1 or annex 2 to this Regulation. |
| --- | --- |

8.3.

Notice of approval or of extension, refusal or withdrawal of approval or of production definitely discontinued, relating to a type of mechanical coupling device or component approved pursuant to this Regulation, shall be communicated to the Parties to the 1958 Agreement applying this Regulation, by means of a communication form conforming to the model in either annex 1 or annex 2 to this Regulation.

| 8.4. | In addition to the mark prescribed in paragraph 7.1., there shall be affixed to every mechanical coupling device or component approved under this Regulation, in the space referred to in paragraph 7.2., an approval mark as described in paragraph 8.5. |
| --- | --- |

8.4.

In addition to the mark prescribed in paragraph 7.1., there shall be affixed to every mechanical coupling device or component approved under this Regulation, in the space referred to in paragraph 7.2., an approval mark as described in paragraph 8.5.

| 8.5. | The approval mark shall be an international mark comprising: |
| --- | --- |

8.5.

The approval mark shall be an international mark comprising:

| 8.5.1. | a circle surrounding the letter „E” followed by the distinguishing number of the country which has granted approval (5); |
| --- | --- |

8.5.1.

a circle surrounding the letter „E” followed by the distinguishing number of the country which has granted approval (5);

| 8.5.2. | the approval number prescribed in paragraph 8.2.; |
| --- | --- |

8.5.2.

the approval number prescribed in paragraph 8.2.;

| 8.5.3. | the approval mark and number shall be arranged as shown in the example in annex 3. |
| --- | --- |

8.5.3.

the approval mark and number shall be arranged as shown in the example in annex 3.

9.   MODIFICATIONS OF THE MECHANICAL COUPLING DEVICE OR COMPONENT, OR OF THE VEHICLE AND EXTENSION OF APPROVAL

| 9.1. | Any modification to the type of mechanical coupling device or component, or of the vehicle as defined in paragraph 2.10 shall be notified to the type approval authority or technical service which granted the approval. The type approval authority or technical service may then either: |
| --- | --- |

9.1.

Any modification to the type of mechanical coupling device or component, or of the vehicle as defined in paragraph 2.10 shall be notified to the type approval authority or technical service which granted the approval. The type approval authority or technical service may then either:

| 9.1.1. | consider that the modifications are unlikely to have any appreciable adverse effect and that in any case the device, component or vehicle still conforms to requirements; or |
| --- | --- |

9.1.1.

consider that the modifications are unlikely to have any appreciable adverse effect and that in any case the device, component or vehicle still conforms to requirements; or

| 9.1.2. | require a further test report. |
| --- | --- |

9.1.2.

require a further test report.

| 9.2. | Confirmation of, or refusal of approval, specifying the modification, shall be communicated by the procedure prescribed in paragraph 8.3 to the Contracting Parties applying this Regulation. |
| --- | --- |

9.2.

Confirmation of, or refusal of approval, specifying the modification, shall be communicated by the procedure prescribed in paragraph 8.3 to the Contracting Parties applying this Regulation.

| 9.3. | The type approval authority or technical service issuing an extension of approval shall assign a series number for such an extension and shall inform the other Contracting Parties applying this Regulation by the procedure prescribed in paragraph 8.3. |
| --- | --- |

9.3.

The type approval authority or technical service issuing an extension of approval shall assign a series number for such an extension and shall inform the other Contracting Parties applying this Regulation by the procedure prescribed in paragraph 8.3.

10.   CONFORMITY OF PRODUCTION PROCEDURES

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:

| 10.1. | The holder of the approval must ensure that results of the conformity of production tests are recorded and that the annexed documents remain available for a period determined in agreement with the approval authority or technical service. This period must not exceed 10 years counted from the time when production is definitely discontinued. |
| --- | --- |

10.1.

The holder of the approval must ensure that results of the conformity of production tests are recorded and that the annexed documents remain available for a period determined in agreement with the approval authority or technical service. This period must not exceed 10 years counted from the time when production is definitely discontinued.

| 10.2. | The type approval authority or technical service which has granted type approval may at any time verify the conformity control methods applied in each production facility. The normal frequency of these verifications shall be once every two years. |
| --- | --- |

10.2.

The type approval authority or technical service which has granted type approval may at any time verify the conformity control methods applied in each production facility. The normal frequency of these verifications shall be once every two years.

11.   PENALTIES FOR NON-CONFORMITY OF PRODUCTION

| 11.1. | The approval granted in respect of a type of mechanical coupling device or component pursuant to this Regulation may be withdrawn if the requirements are not complied with or if a device or component bearing the approval mark does not conform to the type approved. |
| --- | --- |

11.1.

The approval granted in respect of a type of mechanical coupling device or component pursuant to this Regulation may be withdrawn if the requirements are not complied with or if a device or component bearing the approval mark does not conform to the type approved.

| 11.2. | If a Contracting 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 either annex 1 or annex 2 to this Regulation. |
| --- | --- |

11.2.

If a Contracting 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 either annex 1 or annex 2 to this Regulation.

12.   PRODUCTION DEFINITELY DISCONTINUED

If the holder of the approval completely ceases to manufacture a type of mechanical coupling device or component approved in accordance with this Regulation, he shall so inform the type approval authority or technical service which granted the approval. Upon receiving the relevant communication, that type approval authority or technical service shall inform thereof the other Contracting Parties to the 1958 Agreement applying this Regulation by means of a communication form conforming to the model in either annex 1 or annex 2 to this Regulation.

13.   TRANSITIONAL PROVISIONS

Until the United Nations Secretary-General is notified otherwise, Contracting Parties applying this Regulation that are Member States of the European Community (at the time of adoption of the 01 series of amendments, Italy, Netherlands, Belgium, United Kingdom, Luxembourg, Finland and Greece) declare that, in relation to mechanical coupling devices and components, they will only be bound by the obligations of the Agreement to which this Regulation is annexed with respect to such devices and components intended for vehicles of categories other than M1.

14.   NAMES AND ADDRESSES OF TECHNICAL SERVICES RESPONSIBLE FOR APPROVAL TESTS AND OF ADMINISTRATIVE DEPARTMENTS

| 14.1. | The Contracting Parties to the 1958 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. |
| --- | --- |

14.1.

The Contracting Parties to the 1958 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)  Within the meaning of the Convention on Road Traffic (Vienna, 1968, Article 1, sub-paragraphs (t) and (u)).

(2)  The mass T and R and the technically permissible maximum mass, may be greater than the permissible maximum mass prescribed by national legislation.

(3)  See definitions in Regulation No 13 annexed to the 1958 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. The definition is also contained in annex 7 of the Consolidated Resolution on the Construction of Vehicles (R.E.3) (document TRANS/WP.29/78/Rev.1/Amend.2).

(4)  The technically permissible mass may be greater than the maximum permissible mass prescribed by national legislation.

(5)  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 Yugoslavia, 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, 35-36 (vacant), 37 for Turkey, 38-39 (vacant), 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 and 47 for South Africa. Subsequent numbers shall be assigned 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, or in which they accede to the Agreement, and the numbers thus assigned shall be communicated by the Secretary-General of the United Nations to the Contracting Parties to the Agreement.

ANNEX 1

COMMUNICATION

(maximum format: A4 (210 × 297 mm))

| | issued by: | Name of administration:
  .......................................
  .......................................
  ....................................... |
| --- | --- | --- |

Image

issued by:

Name of administration:

.......................................

.......................................

.......................................

| concerning: | APPROVAL GRANTED |
| --- | --- |
| | APPROVAL EXTENDED |
| | APPROVAL REFUSED |
| | APPROVAL WITHDRAWN |
| | PRODUCTION DEFINITELY DISCONTINUED |

concerning:

APPROVAL GRANTED

APPROVAL EXTENDED

APPROVAL REFUSED

APPROVAL WITHDRAWN

PRODUCTION DEFINITELY DISCONTINUED

of a type of mechanical coupling device or component pursuant to Regulation No 55

Approval No .................. Extension No ..................

| 1. | name or mark of the device or component: ... |
| --- | --- |

1.

name or mark of the device or component: ...

| 2. | Manufacturer's name for the type of device or component: ... |
| --- | --- |

2.

Manufacturer's name for the type of device or component: ...

| 3. | Manufacturer's name and address: ... |
| --- | --- |

3.

Manufacturer's name and address: ...

| 4. | If applicable, name and address of the manufacturer's representative: ... |
| --- | --- |

4.

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

| 5. | Alternative supplier's names or trade marks applied to the device or component: ... |
| --- | --- |

5.

Alternative supplier's names or trade marks applied to the device or component: ...

| 6. | Name and address of company or body taking responsibility for the conformity of production: ... |
| --- | --- |

6.

Name and address of company or body taking responsibility for the conformity of production: ...

| 7. | Submitted for approval on: ... |
| --- | --- |

7.

Submitted for approval on: ...

| 8. | Technical service responsible for conducting approval tests: ... |
| --- | --- |

8.

Technical service responsible for conducting approval tests: ...

| 9. | Brief description: ... |
| --- | --- |

9.

Brief description: ...

| 9.1. | Type and class of device or component: ... |
| --- | --- |

9.1.

Type and class of device or component: ...

| 9.2. | Characteristic values: ... |
| --- | --- |

9.2.

Characteristic values: ...

| 9.2.1. | Primary values: ...
  D ... kN Dc ... kN S ... kg U ... tonnes V ... kN
  Alternative values:
  D ... kN Dc ... kN S ... kg U ... tonnes V ... kN |
| --- | --- |

9.2.1.

Primary values: ...

D ... kN Dc ... kN S ... kg U ... tonnes V ... kN

Alternative values:

D ... kN Dc ... kN S ... kg U ... tonnes V ... kN

| 9.3. | For Class A mechanical coupling devices or components, including towing brackets:
  Vehicle manufacturer's maximum permissible vehicle mass: ... kg
  Distribution of maximum permissible vehicle mass between the axles: ...
  Vehicle manufacturer's maximum permissible towable trailer mass: ... kg
  Vehicle manufacturer's maximum permissible static mass on coupling ball: ... kg.
  Maximum mass of the vehicle, with bodywork, in running order, including coolant, oils, fuel, tools and spare wheel (if supplied) but not including driver: ... kg
  Loading condition under which the tow ball height of a mechanical coupling device fitted to category M1 vehicles is to be measured — see paragraph 2 of annex 7, appendix 1: ... |
| --- | --- |

9.3.

For Class A mechanical coupling devices or components, including towing brackets:

Vehicle manufacturer's maximum permissible vehicle mass: ... kg

Distribution of maximum permissible vehicle mass between the axles: ...

Vehicle manufacturer's maximum permissible towable trailer mass: ... kg

Vehicle manufacturer's maximum permissible static mass on coupling ball: ... kg.

Maximum mass of the vehicle, with bodywork, in running order, including coolant, oils, fuel, tools and spare wheel (if supplied) but not including driver: ... kg

Loading condition under which the tow ball height of a mechanical coupling device fitted to category M1 vehicles is to be measured — see paragraph 2 of annex 7, appendix 1: ...

| 10. | Instructions for the attachment of the coupling device or component type to the vehicle and photographs or drawings of the mounting points given by the vehicle manufacturer: ... |
| --- | --- |

10.

Instructions for the attachment of the coupling device or component type to the vehicle and photographs or drawings of the mounting points given by the vehicle manufacturer: ...

| 11. | Information on the fitting of any special reinforcing brackets or plates or spacing components necessary for the attachment of the coupling device or component: ... |
| --- | --- |

11.

Information on the fitting of any special reinforcing brackets or plates or spacing components necessary for the attachment of the coupling device or component: ...

| 12. | Additional information where the use of the coupling device or component is restricted to special types of vehicles — see annex 5, paragraph 3.4. ... |
| --- | --- |

12.

Additional information where the use of the coupling device or component is restricted to special types of vehicles — see annex 5, paragraph 3.4. ...

| 13. | For Class K hook type couplings, details of the drawbar eyes suitable for use with the particular hook type. ... |
| --- | --- |

13.

For Class K hook type couplings, details of the drawbar eyes suitable for use with the particular hook type. ...

| 14. | Date of test report: ... |
| --- | --- |

14.

Date of test report: ...

| 15. | Number of test report: ... |
| --- | --- |

15.

Number of test report: ...

| 16. | Approval mark position: ... |
| --- | --- |

16.

Approval mark position: ...

| 17. | Reason(s) for extension of approval: ... |
| --- | --- |

17.

Reason(s) for extension of approval: ...

| 18. | Approval granted/extended/refused/withdrawn: 2/ |
| --- | --- |

18.

Approval granted/extended/refused/withdrawn: 2/

| 19. | Place: ... |
| --- | --- |

19.

Place: ...

| 20. | Date: ... |
| --- | --- |

20.

Date: ...

| 21. | Signature: ... |
| --- | --- |

21.

Signature: ...

| 22. | The list of documents deposited with the Administration Service which has granted approval is annexed to this communication and may be obtained on request.
  ...
  ... |
| --- | --- |

22.

The list of documents deposited with the Administration Service which has granted approval is annexed to this communication and may be obtained on request.

...

...

ANNEX 2

COMMUNICATION

(maximum format: A4 (210 × 297 mm))

| | issued by: | Name of administration:
  .......................................
  .......................................
  ....................................... |
| --- | --- | --- |

Image

issued by:

Name of administration:

.......................................

.......................................

.......................................

| concerning: | APPROVAL GRANTED |
| --- | --- |
| | APPROVAL EXTENDED |
| | APPROVAL REFUSED |
| | APPROVAL WITHDRAWN |
| | PRODUCTION DEFINITELY DISCONTINUED |

concerning:

APPROVAL GRANTED

APPROVAL EXTENDED

APPROVAL REFUSED

APPROVAL WITHDRAWN

PRODUCTION DEFINITELY DISCONTINUED

of a vehicle type with regard to the fitting of a mechanical coupling device or component pursuant to Regulation No 55

Approval No .................. Extension No ..................

| 1. | Trade name or mark of vehicle: ... |
| --- | --- |

1.

Trade name or mark of vehicle: ...

| 2. | Vehicle type: ... |
| --- | --- |

2.

Vehicle type: ...

| 3. | Manufacturer's name and address: ... |
| --- | --- |

3.

Manufacturer's name and address: ...

| 4. | If applicable, name and address of the manufacturer's representative: ... |
| --- | --- |

4.

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

| 5. | Vehicle category, for example, M1, N1: ... |
| --- | --- |

5.

Vehicle category, for example, M1, N1: ...

| 6. | Maximum permissible vehicle mass: ... kg
  Distribution of maximum permissible vehicle mass between the axles: ...
  Maximum permissible towable trailer mass: ... kg
  Maximum permissible static mass on coupling ball: ... kg
  Maximum mass of the vehicle, with bodywork, in running order, including coolant, oils, fuel, tools and spare wheel (if supplied) but not including driver: ...kg |
| --- | --- |

6.

Maximum permissible vehicle mass: ... kg

Distribution of maximum permissible vehicle mass between the axles: ...

Maximum permissible towable trailer mass: ... kg

Maximum permissible static mass on coupling ball: ... kg

Maximum mass of the vehicle, with bodywork, in running order, including coolant, oils, fuel, tools and spare wheel (if supplied) but not including driver: ...kg

| 7. | D ... kN Dc ... kN S ... kg U ... tonnes V ... kN |
| --- | --- |

7.

D ... kN Dc ... kN S ... kg U ... tonnes V ... kN

| 8. | Instructions for the attachment of the coupling device or component type to the vehicle and photographs or drawings of the mounting points: ... |
| --- | --- |

8.

Instructions for the attachment of the coupling device or component type to the vehicle and photographs or drawings of the mounting points: ...

| 9. | Information on the fitting of any special reinforcing brackets or plates or spacing components necessary for the attachment of the coupling device or component: ... |
| --- | --- |

9.

Information on the fitting of any special reinforcing brackets or plates or spacing components necessary for the attachment of the coupling device or component: ...

| 10. | Trade name or mark of the mechanical coupling device or component and the approval number: ... |
| --- | --- |

10.

Trade name or mark of the mechanical coupling device or component and the approval number: ...

| 11. | Class of coupling device or component: ... |
| --- | --- |

11.

Class of coupling device or component: ...

| 12. | Submitted for approval on: ... |
| --- | --- |

12.

Submitted for approval on: ...

| 13. | Technical service responsible for conducting approval tests: ... |
| --- | --- |

13.

Technical service responsible for conducting approval tests: ...

| 14. | Date of test report: ... |
| --- | --- |

14.

Date of test report: ...

| 15. | Number of test report: ... |
| --- | --- |

15.

Number of test report: ...

| 16. | Approval mark position: ... |
| --- | --- |

16.

Approval mark position: ...

| 17. | Reason(s) for extension of approval: ... |
| --- | --- |

17.

Reason(s) for extension of approval: ...

| 18. | Approval granted/extended/refused/withdrawn: ... |
| --- | --- |

18.

Approval granted/extended/refused/withdrawn: ...

| 19. | Place: ... |
| --- | --- |

19.

Place: ...

| 20. | Date: ... |
| --- | --- |

20.

Date: ...

| 21. | Signature: ... |
| --- | --- |

21.

Signature: ...

| 22. | The list of documents deposited with the Administration Service which has granted approval is annexed to this communication and may be obtained on request.
  ...
  ... |
| --- | --- |

22.

The list of documents deposited with the Administration Service which has granted approval is annexed to this communication and may be obtained on request.

...

...

ANNEX 3

EXAMPLE OF AN ARRANGEMENT OF THE APPROVAL MARK

Image

The mechanical coupling device or component or vehicle bearing the approval mark shown above is a device or component approved in the Netherlands (E4), under approval number 2439, meeting the requirements of the 01 series of amendments to this Regulation.

Note: The approval number and additional symbols shall be placed close to the circle and either above or below the letter ‘E’ or to the right or left of that letter. The digits of the approval number shall be on the same side of the letter ‘E’ and face in the same direction. The use of Roman numerals as approval numbers should be avoided so as to prevent any confusion with other symbols.

ANNEX 4

EXAMPLES OF ARRANGEMENTS OF MARKING OF THE CHARACTERISTIC VALUES

| 1. | All mechanical coupling devices or components shall be marked with the class of the device or component. In addition there shall be marking to indicate the capacity in terms of characteristic values as defined in paragraph 2.11 of this Regulation. |
| --- | --- |

1.

All mechanical coupling devices or components shall be marked with the class of the device or component. In addition there shall be marking to indicate the capacity in terms of characteristic values as defined in paragraph 2.11 of this Regulation.

| 1.1. | The height of all letters and numbers shall be not less than those of the approval number, that is a/3 where a is 8 mm. |
| --- | --- |

1.1.

The height of all letters and numbers shall be not less than those of the approval number, that is a/3 where a is 8 mm.

| 1.2. | The characteristic values applicable to each device or component which are to be marked are as shown in the table below — see also paragraph 7.3 of this Regulation:
  TABLE 1
  Relevant characteristics values to be marked on coupling devices or components











  Description of mechanical coupling device or component | Relevant characteristic values to be marked |
| --- | --- | --- |
| Class | D | Dc | S | U | V |
| Coupling balls and towing brackets — see annex 5, para. 1 of this Regulation | ★ | ★ | | ★ | | |
| Coupling heads | ★ | ★ | | ★ | | |
| Drawbar couplings | ★ | ★ | ★ | ★ | | ★ |
| Drawbar eyes | ★ | ★ | ★ | ★ | | ★ |
| Drawbars | ★ | ★ | ★ | ★ | | ★ |
| Drawbeams | ★ | ★ | ★ | ★ | | ★ |
| Fifth wheel couplings | ★ | ★ | | | ★ | |
| Fifth wheel pins | ★ | ★ | | | | |
| Fifth wheel mounting plates | ★ | ★ | | | ★ | |
| Hook type couplings | ★ | ★ | ★ | ★ | | ★ |

1.2.

The characteristic values applicable to each device or component which are to be marked are as shown in the table below — see also paragraph 7.3 of this Regulation:

TABLE 1

Relevant characteristics values to be marked on coupling devices or components

Description of mechanical coupling device or component

Relevant characteristic values to be marked

Class

D

Dc

S

U

V

Coupling balls and towing brackets — see annex 5, para. 1 of this Regulation

★

★

★

Coupling heads

★

★

★

Drawbar couplings

★

★

★

★

★

Drawbar eyes

★

★

★

★

★

Drawbars

★

★

★

★

★

Drawbeams

★

★

★

★

★

Fifth wheel couplings

★

★

★

Fifth wheel pins

★

★

Fifth wheel mounting plates

★

★

★

Hook type couplings

★

★

★

★

★

| Examples: | C50—X D130 Dc90 S1000 V35 would identify a non‐standard drawbar coupling of Class C50—X with a maximum D value of 130 kN, a maximum permitted Dc value of 90 kN, a maximum permitted static vertical imposed mass of 1 000 kg and a maximum permitted V value of 35 kN.
  A50—X D20 S120 would identify a standard towing bracket with ball coupling of Class A50—X with a maximum D value of 20 kN and a maximum permitted static vertical imposed mass of 120 kg. |
| --- | --- |

Examples:

C50—X D130 Dc90 S1000 V35 would identify a non‐standard drawbar coupling of Class C50—X with a maximum D value of 130 kN, a maximum permitted Dc value of 90 kN, a maximum permitted static vertical imposed mass of 1 000 kg and a maximum permitted V value of 35 kN.

A50—X D20 S120 would identify a standard towing bracket with ball coupling of Class A50—X with a maximum D value of 20 kN and a maximum permitted static vertical imposed mass of 120 kg.

ANNEX 5

REQUIREMENTS FOR MECHANICAL COUPLING DEVICES OR COMPONENTS

1.   COUPLING BALLS AND TOWING BRACKETS

The requirements stated in paragraphs 1.1 to 1.5 of this annex are applicable to all coupling balls and towing brackets of Class A. Paragraph 1.6 details additional requirements which must be fulfilled by standard 50 mm diameter coupling balls with flange type bolted fixings.

| 1.1. | Coupling balls of Class A shall conform to Figure 2 in external shape and external dimensions. |
| --- | --- |

1.1.

Coupling balls of Class A shall conform to Figure 2 in external shape and external dimensions.

Figure 2

Coupling ball of Class A

Image

| 1.2. | The shape and dimensions of towing brackets shall meet the requirements of the vehicle manufacturer concerning the attachment points and additional mounting devices or components if necessary. |
| --- | --- |

1.2.

The shape and dimensions of towing brackets shall meet the requirements of the vehicle manufacturer concerning the attachment points and additional mounting devices or components if necessary.

| 1.3. | Removable coupling balls: |
| --- | --- |

1.3.

Removable coupling balls:

| 1.3.1. | In the case of removable coupling balls or components which are not fixed by bolts, for example Class A50-X, the point of connection and the locking arrangement shall be designed for positive mechanical engagement. |
| --- | --- |

1.3.1.

In the case of removable coupling balls or components which are not fixed by bolts, for example Class A50-X, the point of connection and the locking arrangement shall be designed for positive mechanical engagement.

| 1.3.2. | In the case of a removable coupling ball or component which may be separately approved for use with a variety of towing brackets for different vehicle applications, for example Class A50-X, the clearance space when such a coupling ball is fitted to the towing bracket shall be that prescribed in annex 7, Figure 25. |
| --- | --- |

1.3.2.

In the case of a removable coupling ball or component which may be separately approved for use with a variety of towing brackets for different vehicle applications, for example Class A50-X, the clearance space when such a coupling ball is fitted to the towing bracket shall be that prescribed in annex 7, Figure 25.

| 1.4. | Coupling balls and towing devices shall be able to satisfy the tests given in annex 6, paragraph 3.1. |
| --- | --- |

1.4.

Coupling balls and towing devices shall be able to satisfy the tests given in annex 6, paragraph 3.1.

| 1.5. | Manufacturers of towing brackets shall incorporate attachment points to which either secondary couplings or devices necessary to enable the trailer to be stopped automatically in the event of separation of the main coupling, may be attached. This requirement is necessary to enable the vehicle to comply with the requirements of paragraph 5.2.2.9 of UNECE Regulation No 13 — Uniform Provisions concerning the approval of vehicles of categories M, N and O with regard to braking. |
| --- | --- |

1.5.

Manufacturers of towing brackets shall incorporate attachment points to which either secondary couplings or devices necessary to enable the trailer to be stopped automatically in the event of separation of the main coupling, may be attached. This requirement is necessary to enable the vehicle to comply with the requirements of paragraph 5.2.2.9 of UNECE Regulation No 13 — Uniform Provisions concerning the approval of vehicles of categories M, N and O with regard to braking.

| 1.5.1. | The attachment points for a secondary coupling and/or breakaway cable shall be positioned such that when in use, the secondary coupling or breakaway cable does not restrict the normal articulation of the coupling or interfere with the normal inertia braking system operation. A single attachment point shall be positioned within 100 mm of a vertical plane passing through the centre of articulation of the coupling. If this is not practicable, two attachment points shall be provided, one on each side of the vertical centre line and equidistant from the centre line by a maximum of 250 mm. The attachment point(s) shall be as rearward and as high as practicable. |
| --- | --- |

1.5.1.

The attachment points for a secondary coupling and/or breakaway cable shall be positioned such that when in use, the secondary coupling or breakaway cable does not restrict the normal articulation of the coupling or interfere with the normal inertia braking system operation. A single attachment point shall be positioned within 100 mm of a vertical plane passing through the centre of articulation of the coupling. If this is not practicable, two attachment points shall be provided, one on each side of the vertical centre line and equidistant from the centre line by a maximum of 250 mm. The attachment point(s) shall be as rearward and as high as practicable.

| 1.6. | Special requirements for standard coupling balls and flange type towing brackets of Classes A50-1 to A50-5 inclusive: |
| --- | --- |

1.6.

Special requirements for standard coupling balls and flange type towing brackets of Classes A50-1 to A50-5 inclusive:

| 1.6.1. | Dimensions of Class A50-1 coupling balls and flange type towing brackets shall be as given in Figure 3 and Table 2. |
| --- | --- |

1.6.1.

Dimensions of Class A50-1 coupling balls and flange type towing brackets shall be as given in Figure 3 and Table 2.

| 1.6.2. | Dimensions of Class A50-2, A50-3, A50-4 and A50-5 coupling balls and flange type towing brackets shall be as given in Figure 4 and Table 2. |
| --- | --- |

1.6.2.

Dimensions of Class A50-2, A50-3, A50-4 and A50-5 coupling balls and flange type towing brackets shall be as given in Figure 4 and Table 2.

| 1.6.3. | Coupling balls and flange type towing brackets of the classes A50-1 to A50-5 inclusive, shall be suitable and tested for the characteristic values given in Table 3. |
| --- | --- |

1.6.3.

Coupling balls and flange type towing brackets of the classes A50-1 to A50-5 inclusive, shall be suitable and tested for the characteristic values given in Table 3.

Figure 3

Dimensions of standard flange type ball couplings of Class A50-1

(see Table 2)

Image

Figure 4

Dimensions of standard flange type ball couplings of Class A50-2 to A50-5

(see Table 2)

Image

Table 2

Dimensions of standard flange type ball couplings (mm), see Figures 3 and 4.

| Class | A50-1 | A50-2, A50-4 | A50-3, A50-5 | Comments |
| --- | --- | --- | --- | --- |
| e1 | 90 | 83 | 120 | ±0,5 |
| e2 | | 56 | 55 | ±0,5 |
| d2 | 17 | 10,5 | 15 | H13 |
| f | 130 | 110 | 155 | +6,0 -0 |
| g | 50 | 85 | 90 | +6,0 -0 |
| c | 15 | 15 | 15 | Maximum |
| l | 55 | 110 | 120 | ±5,0 |
| h | 70 | 80 | 80 | ±5,0 |

Class

A50-1

A50-2, A50-4

A50-3, A50-5

Comments

e1

90

83

120

±0,5

e2

56

55

±0,5

d2

17

10,5

15

H13

f

130

110

155

+6,0 -0

g

50

85

90

+6,0 -0

c

15

15

15

Maximum

l

55

110

120

±5,0

h

70

80

80

±5,0

Table 3

Characteristic values for standard flange type ball couplings

| Class | A50-1 | A50-2 | A50-3 | A50-3 | A50-5 |
| --- | --- | --- | --- | --- | --- |
| D | 17 | 20 | 30 | 20 | 30 |
| S | 120 | 120 | 120 | 150 | 150 |

Class

A50-1

A50-2

A50-3

A50-3

A50-5

D

17

20

30

20

30

S

120

120

120

150

150

| D | = | Maximum D value (kN) |
| --- | --- | --- |
| S | = | Maximum static mass (kg) |

D

=

Maximum D value (kN)

S

=

Maximum static mass (kg)

| 1.7. | Manufacturers of coupling balls and towing brackets intended for fitment in the after-market and which do not have any association with the relevant vehicle manufacturer shall be aware of the requirements for articulation of the coupling given in paragraph 2 of this annex and shall comply with the appropriate requirements in annex 7 to this Regulation. |
| --- | --- |

1.7.

Manufacturers of coupling balls and towing brackets intended for fitment in the after-market and which do not have any association with the relevant vehicle manufacturer shall be aware of the requirements for articulation of the coupling given in paragraph 2 of this annex and shall comply with the appropriate requirements in annex 7 to this Regulation.

2.   COUPLING HEADS

| 2.1. | Coupling heads of Class B50 shall be designed so that they can be used safely with the coupling balls described in paragraph 1 of this annex and thereby retain the prescribed characteristics.
  Coupling heads shall be designed in such a way that safe coupling is ensured, also taking into account the wear of the coupling devices. |
| --- | --- |

2.1.

Coupling heads of Class B50 shall be designed so that they can be used safely with the coupling balls described in paragraph 1 of this annex and thereby retain the prescribed characteristics.

Coupling heads shall be designed in such a way that safe coupling is ensured, also taking into account the wear of the coupling devices.

| 2.2. | Coupling heads shall be able to satisfy the tests laid down in annex 6, paragraph 3.2. |
| --- | --- |

2.2.

Coupling heads shall be able to satisfy the tests laid down in annex 6, paragraph 3.2.

| 2.3. | Any additional device (e.g. braking, stabiliser, etc.) shall not have any adverse effect on the mechanical connection. |
| --- | --- |

2.3.

Any additional device (e.g. braking, stabiliser, etc.) shall not have any adverse effect on the mechanical connection.

| 2.4. | When not attached to the vehicle, horizontal rotation of the coupling head shall be at least 90o to each side of the centre line of the coupling ball and mounting described in paragraph 1 of this annex. Simultaneously, there shall be an angle of free vertical movement 20o above and below the horizontal. Also, in conjunction with the horizontal angle of rotation of 90o it shall be possible for there to be 25o of roll in both directions about the horizontal axis. The following articulation shall be possible at all angles of horizontal rotation:






  (i) | vertical pitch ±15o with axial roll ±25o |
| --- | --- | --- |

2.4.

When not attached to the vehicle, horizontal rotation of the coupling head shall be at least 90o to each side of the centre line of the coupling ball and mounting described in paragraph 1 of this annex. Simultaneously, there shall be an angle of free vertical movement 20o above and below the horizontal. Also, in conjunction with the horizontal angle of rotation of 90o it shall be possible for there to be 25o of roll in both directions about the horizontal axis. The following articulation shall be possible at all angles of horizontal rotation:

(i)

vertical pitch ±15o with axial roll ±25o

| (ii) | axial roll ±10o with vertical pitch ±20o |
| --- | --- |

(ii)

axial roll ±10o with vertical pitch ±20o

3.   DRAWBAR COUPLINGS

The requirements of paragraphs 3.1 to 3.6 of this annex are applicable to all drawbar couplings of Class C50. Additional requirements which must be fulfilled by standard drawbar couplings of Classes C50-1 to C50-6 are given in paragraph 3.7.

| 3.1. | Performance requirements — All drawbar couplings shall be able to satisfy the tests stated in annex 6, paragraph 3.3. |
| --- | --- |

3.1.

Performance requirements — All drawbar couplings shall be able to satisfy the tests stated in annex 6, paragraph 3.3.

| 3.2. | Suitable drawbar eyes — Class C50 drawbar couplings shall be compatible with all Class D50 drawbar eyes and couplings with the specified characteristics. |
| --- | --- |

3.2.

Suitable drawbar eyes — Class C50 drawbar couplings shall be compatible with all Class D50 drawbar eyes and couplings with the specified characteristics.

| 3.3. | Jaw
  Class C50 drawbar couplings shall have a jaw which is designed such that the appropriate drawbar eye is guided into the coupling.
  If the jaw, or a part supporting the jaw, can pivot about the vertical axis, it shall establish itself automatically in the normal position and with the coupling pin open, be effectively restrained in this position to give satisfactory guidance for the drawbar eye during the coupling procedure.
  If the jaw, or a part supporting the jaw, can pivot about the horizontal transverse axis, the joint providing the rotation capability shall be restrained in its normal position by a locking torque. The torque shall be sufficient to prevent a force of 200 N acting vertically upwards on the top of the jaw producing any deflection of the joint from its normal position. The locking torque shall be greater than that created by operation of the hand lever described in paragraph 3.6 of this annex. It shall be possible to bring the jaw to its normal position manually. A jaw that pivots about the horizontal transverse axis is only approved for bearing mass, S, of up to 50 kg and a V-value of up to 5 kN.
  If the jaw, or a part supporting the jaw, is pivoted about the longitudinal axis, the rotation shall be restrained by a locking torque of at least 100 Nm.
  The minimum required size of the jaw depends on the D value of the coupling:






  D value ≤ 18 kN | — width 150 mm, height 100 mm |
| --- | --- | --- |
| D value > 18 kN ≤ 25 kN | — width 280 mm, height 170 mm |
| D value > 25 kN | — width 360 mm, height 200 mm |

3.3.

Jaw

Class C50 drawbar couplings shall have a jaw which is designed such that the appropriate drawbar eye is guided into the coupling.

If the jaw, or a part supporting the jaw, can pivot about the vertical axis, it shall establish itself automatically in the normal position and with the coupling pin open, be effectively restrained in this position to give satisfactory guidance for the drawbar eye during the coupling procedure.

If the jaw, or a part supporting the jaw, can pivot about the horizontal transverse axis, the joint providing the rotation capability shall be restrained in its normal position by a locking torque. The torque shall be sufficient to prevent a force of 200 N acting vertically upwards on the top of the jaw producing any deflection of the joint from its normal position. The locking torque shall be greater than that created by operation of the hand lever described in paragraph 3.6 of this annex. It shall be possible to bring the jaw to its normal position manually. A jaw that pivots about the horizontal transverse axis is only approved for bearing mass, S, of up to 50 kg and a V-value of up to 5 kN.

If the jaw, or a part supporting the jaw, is pivoted about the longitudinal axis, the rotation shall be restrained by a locking torque of at least 100 Nm.

The minimum required size of the jaw depends on the D value of the coupling:

D value ≤ 18 kN

— width 150 mm, height 100 mm

D value > 18 kN ≤ 25 kN

— width 280 mm, height 170 mm

D value > 25 kN

— width 360 mm, height 200 mm

The external corners of the jaw may be radiused.

Smaller jaws are permitted for Class C50-X drawbar couplings if their use is restricted to centre axle trailers up to 3,5 tonnes maximum permissible mass or if the use of a jaw from the above table is impossible due to technical reasons and if, furthermore, there are special circumstances such as visual aids for ensuring safe execution of the automatic coupling procedure and if the field of application is restricted in the approval according to information given by the coupling manufacturer in the communication form shown in annex 1.

| 3.4. | Minimum articulation of the coupled drawbar eye
  The drawbar eye, when coupled to a drawbar coupling but not fitted to a vehicle, shall have the degrees of articulation given below. If part of the articulation is provided by a special joint (Class C50-X drawbar couplings only), the field of application, given in the communication form shown in annex 1, shall be restricted to the cases stated in annex 7, paragraph 1.3.8. |
| --- | --- |

3.4.

Minimum articulation of the coupled drawbar eye

The drawbar eye, when coupled to a drawbar coupling but not fitted to a vehicle, shall have the degrees of articulation given below. If part of the articulation is provided by a special joint (Class C50-X drawbar couplings only), the field of application, given in the communication form shown in annex 1, shall be restricted to the cases stated in annex 7, paragraph 1.3.8.

| 3.4.1. | ±90o horizontally about the vertical axis from the longitudinal axis of the vehicle — see Figure 5. |
| --- | --- |

3.4.1.

±90o horizontally about the vertical axis from the longitudinal axis of the vehicle — see Figure 5.

Figure 5

Horizontal rotation of the coupled drawbar eye

Image

| 3.4.2. | ±20o vertically about the transverse axis from the horizontal plane of the vehicle — see Figure 6. |
| --- | --- |

3.4.2.

±20o vertically about the transverse axis from the horizontal plane of the vehicle — see Figure 6.

Figure 6

Vertical rotation of the coupled drawbar eye

Image

| 3.4.3. | ±25o axial rotation about the longitudinal axis from the horizontal plane of the vehicle — see Figure 7. |
| --- | --- |

3.4.3.

±25o axial rotation about the longitudinal axis from the horizontal plane of the vehicle — see Figure 7.

Figure 7

Axial rotation of the coupled drawbar eye

Image

| 3.5. | Locking to prevent inadvertent uncoupling:
  In the closed position the coupling pin shall be locked by two positive mechanical engagement locking devices each of which shall remain effective should the other fail.
  The closed and locked position of the coupling shall be clearly indicated externally by a mechanical device. It shall be possible to verify the position of the indicator by feel, for example, in the dark.
  The mechanical indication device shall indicate the engagement of both locking devices (an AND condition).
  However, it is sufficient for the engagement of only one locking device to be indicated if, in this situation, engagement of the second locking device is an inherent feature of the design. |
| --- | --- |

3.5.

Locking to prevent inadvertent uncoupling:

In the closed position the coupling pin shall be locked by two positive mechanical engagement locking devices each of which shall remain effective should the other fail.

The closed and locked position of the coupling shall be clearly indicated externally by a mechanical device. It shall be possible to verify the position of the indicator by feel, for example, in the dark.

The mechanical indication device shall indicate the engagement of both locking devices (an AND condition).

However, it is sufficient for the engagement of only one locking device to be indicated if, in this situation, engagement of the second locking device is an inherent feature of the design.

| 3.6. | Hand levers
  Hand levers shall be of a design suitable for easy use with the end rounded off. The coupling shall not have any sharp edges or points of possible pinching near the hand lever which could result in injury during operation of the coupling. The force needed to release the coupling, measured without the drawbar eye, shall not exceed 250 N perpendicular to the hand lever along the line of operation. |
| --- | --- |

3.6.

Hand levers

Hand levers shall be of a design suitable for easy use with the end rounded off. The coupling shall not have any sharp edges or points of possible pinching near the hand lever which could result in injury during operation of the coupling. The force needed to release the coupling, measured without the drawbar eye, shall not exceed 250 N perpendicular to the hand lever along the line of operation.

| 3.7. | Special requirements for standard drawbar couplings of Class C50-1 to C50-6: |
| --- | --- |

3.7.

Special requirements for standard drawbar couplings of Class C50-1 to C50-6:

| 3.7.1. | The swivel motion of the drawbar eye about the transverse axis must be achieved through the spherical shape of the coupling pin (and not by means of a joint); |
| --- | --- |

3.7.1.

The swivel motion of the drawbar eye about the transverse axis must be achieved through the spherical shape of the coupling pin (and not by means of a joint);

| 3.7.2. | Tensile and compressive shock loads along the longitudinal axis due to the clearance between the coupling pin and the drawbar eye shall be attenuated by spring and/or damping devices (except C50-1). |
| --- | --- |

3.7.2.

Tensile and compressive shock loads along the longitudinal axis due to the clearance between the coupling pin and the drawbar eye shall be attenuated by spring and/or damping devices (except C50-1).

| 3.7.3. | The dimensions shall be as given in Figure 8 and Table 4. |
| --- | --- |

3.7.3.

The dimensions shall be as given in Figure 8 and Table 4.

| 3.7.4. | The couplings shall be suitable and tested for the characteristic values given in Table 5. |
| --- | --- |

3.7.4.

The couplings shall be suitable and tested for the characteristic values given in Table 5.

| 3.7.5. | The coupling shall be opened by means of a hand lever at the coupling (no remote control). |
| --- | --- |

3.7.5.

The coupling shall be opened by means of a hand lever at the coupling (no remote control).

Figure 8

Dimensions of standard drawbar couplings (mm),

(see Table 4)

Image

Table 4

Dimensions of standard drawbar couplings (mm), see Figure 8

| Class | C50-1 | C50-2 | C50-3 | C50-4 | C50-5 | C50-6, C50-7 | Remarks |
| --- | --- | --- | --- | --- | --- | --- | --- |
| e1 | 83 | 83 | 120 | 140 | 160 | 160 | ±0,5 |
| e2 | 56 | 56 | 55 | 80 | 100 | 100 | ±0,5 |
| d1 | | 54 | 74 | 84 | 94 | 94 | max. |
| d2 | 10,5 | 10,5 | 15 | 17 | 21 | 21 | H13 |
| f | 110 | 110 | 155 | 180 | 140 | 140 | ±3,0 |
| g | 85 | 85 | 90 | 120 | 140 | 140 | ±3,0 |
| a | 100 | 170 | 200 | 200 | 200 | 200 | ±20,0 - 0 |
| b | 150 | 280 | 360 | 360 | 360 | 360 | ±20,0 - 0 |
| c | 20 | 20 | 24 | 30 | 30 | 30 | max. |
| h | 150 | 190 | 265 | 265 | 265 | 265 | max. |
| l1 | | 150 | 250 | 300 | 300 | 300 | max. |
| l2 | 150 | 300 | 330 | 330 | 330 | 330 | max. |
| l3 | 100 | 160 | 180 | 180 | 180 | 180 | ±20,0 |
| T | | 15 | 20 | 35 | 35 | 35 | max. |

Class

C50-1

C50-2

C50-3

C50-4

C50-5

C50-6, C50-7

Remarks

e1

83

83

120

140

160

160

±0,5

e2

56

56

55

80

100

100

±0,5

d1

54

74

84

94

94

max.

d2

10,5

10,5

15

17

21

21

H13

f

110

110

155

180

140

140

±3,0

g

85

85

90

120

140

140

±3,0

a

100

170

200

200

200

200

±20,0 - 0

b

150

280

360

360

360

360

±20,0 - 0

c

20

20

24

30

30

30

max.

h

150

190

265

265

265

265

max.

l1

150

250

300

300

300

max.

l2

150

300

330

330

330

330

max.

l3

100

160

180

180

180

180

±20,0

T

15

20

35

35

35

max.

Table 5

Characteristic values for standard drawbar couplings

| Class | C50-1 | C50-2 | C50-3 | C50-4 | C50-5 | C50-6 | C50-7 |
| --- | --- | --- | --- | --- | --- | --- | --- |
| D | 18 | 25 | 70 | 100 | 130 | 190 | 190 |
| Dc | 18 | 25 | 50 | 70 | 90 | 120 | 130 |
| S | 200 | 250 | 650 | 900 | 1000 | 1000 | 1000 |
| V | 12 | 10 | 18 | 25 | 35 | 50 | 75 |

Class

C50-1

C50-2

C50-3

C50-4

C50-5

C50-6

C50-7

D

18

25

70

100

130

190

190

Dc

18

25

50

70

90

120

130

S

200

250

650

900

1000

1000

1000

V

12

10

18

25

35

50

75

| D | = | maximum D value (kN) |
| --- | --- | --- |
| Dc | = | maximum D value (kN) for centre axle trailer applications |
| S | = | maximum static vertical load on coupling (kg) |
| V | = | maximum V value (kN) |

D

=

maximum D value (kN)

Dc

=

maximum D value (kN) for centre axle trailer applications

S

=

maximum static vertical load on coupling (kg)

V

=

maximum V value (kN)

4.   DRAWBAR EYES

| 4.1. | General requirements for drawbar eyes of Class D50:
  All drawbar eyes of Class D50 shall be able to satisfy the test stated in annex 6, paragraph 3.4.
  Class D50 drawbar eyes are intended for use with C50 drawbar couplings. Drawbar eyes shall not be able to rotate axially (because the respective couplings can rotate).
  If Class D50 drawbar eyes are fitted with sleeves, they shall comply with the dimensions shown in Figure 9 (not permitted for Class D50-C) or Figure 10.
  The sleeves must not be welded into the drawbar eyes.
  Class D50 drawbar eyes shall have the dimensions given in paragraph 4.2. The form of shank for drawbar eyes of Class D50-X is not specified but for a distance of 210 mm from the centre of the eye the height “h” and the width “b” shall be within the limits given in Table 6. |
| --- | --- |

4.1.

General requirements for drawbar eyes of Class D50:

All drawbar eyes of Class D50 shall be able to satisfy the test stated in annex 6, paragraph 3.4.

Class D50 drawbar eyes are intended for use with C50 drawbar couplings. Drawbar eyes shall not be able to rotate axially (because the respective couplings can rotate).

If Class D50 drawbar eyes are fitted with sleeves, they shall comply with the dimensions shown in Figure 9 (not permitted for Class D50-C) or Figure 10.

The sleeves must not be welded into the drawbar eyes.

Class D50 drawbar eyes shall have the dimensions given in paragraph 4.2. The form of shank for drawbar eyes of Class D50-X is not specified but for a distance of 210 mm from the centre of the eye the height “h” and the width “b” shall be within the limits given in Table 6.

Figure 9

Slotted sleeve for Class D50 drawbar eyes

Image

Figure 10

Non-slotted sleeve for Class D50-C drawbar eyes

Image

Table 6

Dimensions for drawbar eyes D50-A and D50-X, see Figure 11

| Class | h (mm) | b (mm) |
| --- | --- | --- |
| D50-A | 65 +2/-1 | 60 +2/-1 |
| D50-X | 80 max. | 62 max. |

Class

h (mm)

b (mm)

D50-A

65 +2/-1

60 +2/-1

D50-X

80 max.

62 max.

Table 7

Characteristic values for standard drawbar eyes

| Class | D | Dc | S | V |
| --- | --- | --- | --- | --- |
| D50-A | 130 | 90 | 1 000 | 30 |
| D50-B | 130 | 90 | 1 000 | 25 |
| D50-C | 190 | 120 | 1 000 | 50 |
| D50-D | 190 | 130 | 1 000 | 75 |

Class

D

Dc

S

V

D50-A

130

90

1 000

30

D50-B

130

90

1 000

25

D50-C

190

120

1 000

50

D50-D

190

130

1 000

75

| 4.2. | Special requirements for Class D50 drawbar eyes: |
| --- | --- |

4.2.

Special requirements for Class D50 drawbar eyes:

| 4.2.1. | Class D50-A and D50-X drawbar eyes shall have the dimensions illustrated in Figure 11. |
| --- | --- |

4.2.1.

Class D50-A and D50-X drawbar eyes shall have the dimensions illustrated in Figure 11.

Figure 11

Dimensions of Classes D50-A and D50-X drawbar eyes,

(see Table 6)

Image

| 4.2.2. | Class D50-B drawbar eyes shall have the dimensions illustrated in Figure 12. |
| --- | --- |

4.2.2.

Class D50-B drawbar eyes shall have the dimensions illustrated in Figure 12.

Figure 12

Dimensions of Class D50-B drawbar eyes,

(see other dimensions in Figure 11)

Image

| 4.2.3. | Classes D50-C and D50-D drawbar eyes shall have the dimensions illustrated in Figure 13. |
| --- | --- |

4.2.3.

Classes D50-C and D50-D drawbar eyes shall have the dimensions illustrated in Figure 13.

Figure 13

Dimensions of Classes D50-C and D50-D drawbar eyes,

(see other dimensions in Figure 11)

Image

| 4.2.4. | Classes D50-C and D50-D drawbar eyes shall be fitted with non slotted sleeves shown in Figure 10. |
| --- | --- |

4.2.4.

Classes D50-C and D50-D drawbar eyes shall be fitted with non slotted sleeves shown in Figure 10.

| 4.3. | Load values for standard drawbar eyes.
  Standard drawbar eyes and the means of attachment shall be suitable for, and tested for, the load values stated in Table 7. |
| --- | --- |

4.3.

Load values for standard drawbar eyes.

Standard drawbar eyes and the means of attachment shall be suitable for, and tested for, the load values stated in Table 7.

| 4.4. | General requirements for Class L toroidal drawbar eyes: |
| --- | --- |

4.4.

General requirements for Class L toroidal drawbar eyes:

| 4.4.1. | Class L toroidal drawbar eyes are intended for use with Class K hook type couplings |
| --- | --- |

4.4.1.

Class L toroidal drawbar eyes are intended for use with Class K hook type couplings

| 4.4.2. | When used with a Class K hook type coupling they shall meet the requirements for articulation given in paragraph 10.2 of this annex. |
| --- | --- |

4.4.2.

When used with a Class K hook type coupling they shall meet the requirements for articulation given in paragraph 10.2 of this annex.

| 4.4.3. | Class L toroidal drawbar eyes shall have the dimensions given in Figure 14 and Table 8 |
| --- | --- |

4.4.3.

Class L toroidal drawbar eyes shall have the dimensions given in Figure 14 and Table 8

Figure 14

Dimensions of Class L toroidal drawbar eyes

(see Table 8)

Image

| 4.4.4. | Class L toroidal drawbar eyes shall satisfy the tests given in annex 6, paragraph 3.4 and shall be suitable for the characteristic values given in Table 9.
  Table 8
  Dimensions of Class L toroidal drawbar eyes — see Figure 14 (Dimensions in mm)











  Class | L1 | L2 | L3 | L4 | L5 | remarks |
| --- | --- | --- | --- | --- | --- | --- | --- |
| a | 68
  +1,6/-0,0 | 76,2
  ±0,8 | 76,2
  ±0,8 | 76,2
  ±0,8 | 1 000 | |
| b | 41,2
  ±0,8 | 41,2
  ±0,8 | 41,2
  ±0,8 | 41,2
  ±0,8 | 41,2
  ±0,8 | |
| c | 70 | 65 | 65 | 65 | 70 | min. |

4.4.4.

Class L toroidal drawbar eyes shall satisfy the tests given in annex 6, paragraph 3.4 and shall be suitable for the characteristic values given in Table 9.

Table 8

Dimensions of Class L toroidal drawbar eyes — see Figure 14 (Dimensions in mm)

Class

L1

L2

L3

L4

L5

remarks

a

68

+1,6/-0,0

76,2

±0,8

76,2

±0,8

76,2

±0,8

1 000

b

41,2

±0,8

41,2

±0,8

41,2

±0,8

41,2

±0,8

41,2

±0,8

c

70

65

65

65

70

min.

Table 9

Characteristic values for Class L toroidal drawbar eyes

| Class | L1 | L2 | L3 | L4 | L5 |
| --- | --- | --- | --- | --- | --- |
| D kN | 30 | 70 | 100 | 130 | 180 |
| Dc kN | 27 | 54 | 70 | 90 | 120 |
| S kg | 200 | 700 | 950 | 1 000 | 1 000 |
| V kN | 12 | 18 | 25 | 35 | 50 |

Class

L1

L2

L3

L4

L5

D kN

30

70

100

130

180

Dc kN

27

54

70

90

120

S kg

200

700

950

1 000

1 000

V kN

12

18

25

35

50

5.   DRAWBARS

| 5.1. | Drawbars of class E shall satisfy the tests prescribed in annex 6, paragraph 3.3. |
| --- | --- |

5.1.

Drawbars of class E shall satisfy the tests prescribed in annex 6, paragraph 3.3.

| 5.2. | In order to provide a connection to the towing vehicle, the drawbars can be fitted either with coupling heads as in paragraph 2 or drawbar eyes as in paragraph 4 of this annex. The coupling heads and drawbar eyes can be attached by screwing, bolting or welding. |
| --- | --- |

5.2.

In order to provide a connection to the towing vehicle, the drawbars can be fitted either with coupling heads as in paragraph 2 or drawbar eyes as in paragraph 4 of this annex. The coupling heads and drawbar eyes can be attached by screwing, bolting or welding.

| 5.3. | Height adjusting devices for hinged drawbars. |
| --- | --- |

5.3.

Height adjusting devices for hinged drawbars.

| 5.3.1. | Hinged drawbars shall be fitted with devices for adjusting the drawbar to the height of the coupling device or jaw. These devices shall be designed so that the drawbar can be adjusted by one person without tools or any other aids. |
| --- | --- |

5.3.1.

Hinged drawbars shall be fitted with devices for adjusting the drawbar to the height of the coupling device or jaw. These devices shall be designed so that the drawbar can be adjusted by one person without tools or any other aids.

| 5.3.2. | Height adjusting devices shall be able to adjust the drawbar eyes or ball couplings from the horizontal above the ground at least 300 mm upwards and downwards. Within this range the drawbar shall be adjustable steplessly, or in maximum steps of 50 mm measured at the drawbar eye or ball coupling. |
| --- | --- |

5.3.2.

Height adjusting devices shall be able to adjust the drawbar eyes or ball couplings from the horizontal above the ground at least 300 mm upwards and downwards. Within this range the drawbar shall be adjustable steplessly, or in maximum steps of 50 mm measured at the drawbar eye or ball coupling.

| 5.3.3. | Height adjusting devices shall not interfere with the easy movement of the drawbar after coupling. |
| --- | --- |

5.3.3.

Height adjusting devices shall not interfere with the easy movement of the drawbar after coupling.

| 5.3.4. | The height adjusting devices shall not interfere with the action of any inertia, overrun type, brake. |
| --- | --- |

5.3.4.

The height adjusting devices shall not interfere with the action of any inertia, overrun type, brake.

| 5.4. | In the case of drawbars combined with inertia, overrun, brakes, the distance between the centre of the drawbar eye and the end of the free shank of the drawbar eye shall not be less than 200 mm in the brake application position. With the shank of the drawbar eye fully inserted the distance shall not be less than 150 mm. |
| --- | --- |

5.4.

In the case of drawbars combined with inertia, overrun, brakes, the distance between the centre of the drawbar eye and the end of the free shank of the drawbar eye shall not be less than 200 mm in the brake application position. With the shank of the drawbar eye fully inserted the distance shall not be less than 150 mm.

| 5.5. | Drawbars for use on centre axle trailers shall possess at least half the moment of resistance against lateral forces as against vertical forces. |
| --- | --- |

5.5.

Drawbars for use on centre axle trailers shall possess at least half the moment of resistance against lateral forces as against vertical forces.

6.   DRAWBEAMS

| 6.1. | Drawbeams of Class F shall satisfy the tests prescribed in annex 6, paragraph 3.3. |
| --- | --- |

6.1.

Drawbeams of Class F shall satisfy the tests prescribed in annex 6, paragraph 3.3.

| 6.2. | The drilling pattern for mounting of Class C standard drawbar couplings shall be in accordance with Figure 15 and Table 10 below. |
| --- | --- |

6.2.

The drilling pattern for mounting of Class C standard drawbar couplings shall be in accordance with Figure 15 and Table 10 below.

| 6.3. | Drawbeams shall not be welded to the chassis, bodywork or other part of the vehicle. |
| --- | --- |

6.3.

Drawbeams shall not be welded to the chassis, bodywork or other part of the vehicle.

Figure 15

Mounting dimensions for standard drawbar couplings

(see Table 10)

Image

Table 10

Mounting dimensions for standard drawbar couplings (mm) — see Figure 15

| Class | C50-1 | C50-2 | C50-3 | C50-4 | C50-5 | C50-6, C50-7 | Remarks |
| --- | --- | --- | --- | --- | --- | --- | --- |
| e1 | 83 | 83 | 120 | 140 | 160 | 160 | ±0,5 |
| e2 | 56 | 56 | 55 | 80 | 100 | 100 | ±0,5 |
| d1 | | 55 | 75 | 85 | 95 | 95 | +1,0/-0,5 |
| d2 | 10,5 | 10,5 | 15 | 17 | 21 | 21 | H13 |
| T | | 15 | 20 | 35 | 35 | 35 | max. |
| F | 120 | 120 | 165 | 190 | 210 | 210 | min. |
| G | 195 | 95 | 100 | 130 | 150 | 150 | min. |
| L1 | | 200 | 300 | 400 | 400 | 400 | min. |

Class

C50-1

C50-2

C50-3

C50-4

C50-5

C50-6, C50-7

Remarks

e1

83

83

120

140

160

160

±0,5

e2

56

56

55

80

100

100

±0,5

d1

55

75

85

95

95

+1,0/-0,5

d2

10,5

10,5

15

17

21

21

H13

T

15

20

35

35

35

max.

F

120

120

165

190

210

210

min.

G

195

95

100

130

150

150

min.

L1

200

300

400

400

400

min.

7.   FIFTH WHEEL COUPLINGS AND STEERING WEDGES

The requirements of paragraphs 7.1 to 7.7 are applicable to all fifth wheel couplings of Class G50.

Additional requirements which shall be fulfilled by standard coupling devices are given in paragraph 7.9.

Steering wedges shall satisfy the requirements listed in paragraph 7.8.

| 7.1. | Suitable fifth wheel coupling pins
  Class G50 fifth wheel couplings shall be designed so that they can be used with Class H50 coupling pins and, together, provide the specified characteristics. |
| --- | --- |

7.1.

Suitable fifth wheel coupling pins

Class G50 fifth wheel couplings shall be designed so that they can be used with Class H50 coupling pins and, together, provide the specified characteristics.

| 7.2. | Guides
  Fifth wheel couplings shall be equipped with a guide which ensures safe and correct engagement of the coupling pin. The entry width of the guide for standard 50 mm diameter fifth wheel couplings shall be at least 350 mm (see Figure 16).
  For small, non-standard, fifth wheel couplings of Class G50-X and having a maximum “D” value of 25 kN, the entry width shall be at least 250 mm. |
| --- | --- |

7.2.

Guides

Fifth wheel couplings shall be equipped with a guide which ensures safe and correct engagement of the coupling pin. The entry width of the guide for standard 50 mm diameter fifth wheel couplings shall be at least 350 mm (see Figure 16).

For small, non-standard, fifth wheel couplings of Class G50-X and having a maximum “D” value of 25 kN, the entry width shall be at least 250 mm.

Figure 16

Dimensions of standard fifth wheel couplings

(see Table 11)

Image

Figure 16a

Mounting holes tolerances for class J mounting plates for fifth wheel couplings

(see para. 9.1. of this annex)

Image

Table 11

Dimensions of standard fifth wheel couplings (mm)

(see Figure 16)

| Class | G50-1 | G50-2 | G50-3 | G50-4 | G50-5 | G50-6 |
| --- | --- | --- | --- | --- | --- | --- |
| H | 140-159 | 160-179 | 180199 | 200-219 | 220-239 | 240-260 |

Class

G50-1

G50-2

G50-3

G50-4

G50-5

G50-6

H

140-159

160-179

180199

200-219

220-239

240-260

| 7.3. | Minimum articulation of the fifth wheel coupling
  With the coupling pin engaged, without the fifth wheel coupling being attached to a vehicle or mounting plate, but taking into account the effect of the mounting bolts, the coupling shall permit, simultaneously, the following minimum values of articulation of the coupling pin: |
| --- | --- |

7.3.

Minimum articulation of the fifth wheel coupling

With the coupling pin engaged, without the fifth wheel coupling being attached to a vehicle or mounting plate, but taking into account the effect of the mounting bolts, the coupling shall permit, simultaneously, the following minimum values of articulation of the coupling pin:

| 7.3.1. | ±90o about the vertical axis (not applicable to fifth wheel couplings with positive steering); |
| --- | --- |

7.3.1.

±90o about the vertical axis (not applicable to fifth wheel couplings with positive steering);

| 7.3.2. | ±12o about the horizontal axis transverse to the direction of travel. This angle does not necessarily cover off-road use. |
| --- | --- |

7.3.2.

±12o about the horizontal axis transverse to the direction of travel. This angle does not necessarily cover off-road use.

| 7.3.3. | Axial rotation about the longitudinal axis of up to ±3o is permitted. However, on a fully oscillating fifth wheel coupling, this angle may be exceeded, providing that the locking mechanism enables the restriction of the rotation to ±3o maximum. |
| --- | --- |

7.3.3.

Axial rotation about the longitudinal axis of up to ±3o is permitted. However, on a fully oscillating fifth wheel coupling, this angle may be exceeded, providing that the locking mechanism enables the restriction of the rotation to ±3o maximum.

| 7.4. | Locking devices to prevent uncoupling of fifth wheel couplings
  The fifth wheel coupling shall be locked in the coupled position by two positive mechanical locking devices each of which shall remain effective should the other fail.
  The primary locking device shall operate automatically but the secondary locking device may either be automatic or be engaged manually. The secondary locking device may be designed to work in conjunction with the primary device and provide an additional positive mechanical lock for the primary device. It shall only be possible to engage the secondary locking device if the primary device is properly engaged.
  It shall not be possible for the locking devices to be released inadvertently. Release shall require intentional action by the driver or operator of the vehicle.
  The closed and locked position of the coupling shall be indicated visually by a mechanical device and it shall be possible to verify the position of the indicator by feel, for example, to allow the position to be checked during darkness. The indication device shall indicate the engagement of both primary and secondary locking devices, however, it is sufficient for the engagement of only one device to be indicated if, in this case, the engagement of the other device is a simultaneous and inherent feature of the design. |
| --- | --- |

7.4.

Locking devices to prevent uncoupling of fifth wheel couplings

The fifth wheel coupling shall be locked in the coupled position by two positive mechanical locking devices each of which shall remain effective should the other fail.

The primary locking device shall operate automatically but the secondary locking device may either be automatic or be engaged manually. The secondary locking device may be designed to work in conjunction with the primary device and provide an additional positive mechanical lock for the primary device. It shall only be possible to engage the secondary locking device if the primary device is properly engaged.

It shall not be possible for the locking devices to be released inadvertently. Release shall require intentional action by the driver or operator of the vehicle.

The closed and locked position of the coupling shall be indicated visually by a mechanical device and it shall be possible to verify the position of the indicator by feel, for example, to allow the position to be checked during darkness. The indication device shall indicate the engagement of both primary and secondary locking devices, however, it is sufficient for the engagement of only one device to be indicated if, in this case, the engagement of the other device is a simultaneous and inherent feature of the design.

| 7.5. | Operating devices or release mechanisms
  In the closed position the operating devices or release mechanisms shall be prevented from being operated inadvertently or accidentally. The locking system shall be such as to require positive, conscious action to release the locking device in order to operate coupling release mechanism. |
| --- | --- |

7.5.

Operating devices or release mechanisms

In the closed position the operating devices or release mechanisms shall be prevented from being operated inadvertently or accidentally. The locking system shall be such as to require positive, conscious action to release the locking device in order to operate coupling release mechanism.

| 7.6. | Surface finish
  The surfaces of the coupling plate and coupling lock shall be functionally satisfactory and be carefully machined, forged, cast or pressed. |
| --- | --- |

7.6.

Surface finish

The surfaces of the coupling plate and coupling lock shall be functionally satisfactory and be carefully machined, forged, cast or pressed.

| 7.7. | Load requirements
  All fifth wheel couplings shall be able to satisfy the tests described in annex 6, paragraph 4.7. |
| --- | --- |

7.7.

Load requirements

All fifth wheel couplings shall be able to satisfy the tests described in annex 6, paragraph 4.7.

| 7.8. | Steering wedges |
| --- | --- |

7.8.

Steering wedges

| 7.8.1. | The dimensions of steering wedges for the positive steering of semitrailers shall be as in Figure 17. |
| --- | --- |

7.8.1.

The dimensions of steering wedges for the positive steering of semitrailers shall be as in Figure 17.

Figure 17

Dimensions of spring-mounted steering wedges

Image

| 7.8.2. | The steering wedge shall allow safe and correct coupling and shall be spring-mounted. The strength of the spring shall be selected so that it is possible to couple an unloaded semitrailer and so that, with the semitrailer fully loaded the steering wedge is firmly in contact with the flanks of the coupling during use. Uncoupling of the fifth wheel shall be possible with the semitrailer both loaded and unloaded. |
| --- | --- |

7.8.2.

The steering wedge shall allow safe and correct coupling and shall be spring-mounted. The strength of the spring shall be selected so that it is possible to couple an unloaded semitrailer and so that, with the semitrailer fully loaded the steering wedge is firmly in contact with the flanks of the coupling during use. Uncoupling of the fifth wheel shall be possible with the semitrailer both loaded and unloaded.

| 7.9. | Special requirements for standard fifth wheel couplings: |
| --- | --- |

7.9.

Special requirements for standard fifth wheel couplings:

| 7.9.1. | the dimensions shall be as shown in Figure 16 and Table 11. |
| --- | --- |

7.9.1.

the dimensions shall be as shown in Figure 16 and Table 11.

| 7.9.2. | they shall be suitable for, and tested for, a D value of 150 kN and a U value of 20 tonnes. |
| --- | --- |

7.9.2.

they shall be suitable for, and tested for, a D value of 150 kN and a U value of 20 tonnes.

| 7.9.3. | release shall be possible by a hand lever mounted directly on the coupling. |
| --- | --- |

7.9.3.

release shall be possible by a hand lever mounted directly on the coupling.

| 7.9.4. | they shall be suitable for the positive steering of semitrailers by means of steering wedges — see paragraph 7.8. |
| --- | --- |

7.9.4.

they shall be suitable for the positive steering of semitrailers by means of steering wedges — see paragraph 7.8.

8.   FIFTH WHEEL COUPLING PINS

| 8.1. | Fifth wheel coupling pins of Class H50 (ISO 337) shall have the dimensions shown in Figure 18 |
| --- | --- |

8.1.

Fifth wheel coupling pins of Class H50 (ISO 337) shall have the dimensions shown in Figure 18

Figure 18

Dimensions of Class H50 fifth wheel coupling pins

Image

| 8.2. | The coupling pins shall be able to satisfy the tests described in annex 6, paragraph 3.9. |
| --- | --- |

8.2.

The coupling pins shall be able to satisfy the tests described in annex 6, paragraph 3.9.

9.   MOUNTING PLATES

| 9.1. | Class J mounting plates for fifth wheel couplings shall have circular mounting holes positioned as shown in Figure 16a if they are intended for standard fifth wheel couplings. However, the mounting holes shall be 17 mm + 2,0 mm/-0,0 mm diameter. The holes shall be circular, NOT slotted (see Figure 16a). |
| --- | --- |

9.1.

Class J mounting plates for fifth wheel couplings shall have circular mounting holes positioned as shown in Figure 16a if they are intended for standard fifth wheel couplings. However, the mounting holes shall be 17 mm + 2,0 mm/-0,0 mm diameter. The holes shall be circular, NOT slotted (see Figure 16a).

| 9.2. | Mounting plates for standard fifth wheel couplings shall be suitable for the positive steering of semitrailers (with steering wedges). Mounting plates for non-standard fifth wheel couplings which are unsuitable for positive steering shall be marked appropriately. |
| --- | --- |

9.2.

Mounting plates for standard fifth wheel couplings shall be suitable for the positive steering of semitrailers (with steering wedges). Mounting plates for non-standard fifth wheel couplings which are unsuitable for positive steering shall be marked appropriately.

| 9.3. | Mounting plates for fifth wheel couplings shall be able to satisfy the tests described in annex 6, paragraph 3.8. |
| --- | --- |

9.3.

Mounting plates for fifth wheel couplings shall be able to satisfy the tests described in annex 6, paragraph 3.8.

10.   HOOK TYPE COUPLINGS

| 10.1. | General requirements for Class K hook type couplings: |
| --- | --- |

10.1.

General requirements for Class K hook type couplings:

| 10.1.1. | All Class K hook type couplings shall satisfy the tests given in annex 6, paragraph 3.5 and shall be suitable for the characteristic values given in Table 13 |
| --- | --- |

10.1.1.

All Class K hook type couplings shall satisfy the tests given in annex 6, paragraph 3.5 and shall be suitable for the characteristic values given in Table 13

| 10.1.2. | Class K hook type couplings shall have the dimensions given in Figure 19 and Table 12. Class K1 to K4 are non-automatic couplings for use only on trailers not exceeding 3,5 tonnes maximum permissible mass and Class KA1 to KA3 are automatic couplings. |
| --- | --- |

10.1.2.

Class K hook type couplings shall have the dimensions given in Figure 19 and Table 12. Class K1 to K4 are non-automatic couplings for use only on trailers not exceeding 3,5 tonnes maximum permissible mass and Class KA1 to KA3 are automatic couplings.

Figure 19

Dimensions and articulation of Class K hook type couplings

Image

| 10.1.3. | A hook type coupling shall only be used with a toroidal drawbar eye and when used with a Class L toroidal drawbar eye the Class K coupling shall have the degrees of articulation given in paragraph 10.2 of this annex. |
| --- | --- |

10.1.3.

A hook type coupling shall only be used with a toroidal drawbar eye and when used with a Class L toroidal drawbar eye the Class K coupling shall have the degrees of articulation given in paragraph 10.2 of this annex.

| 10.1.4. | A Class K hook type coupling shall be used with a toroidal eye giving a minimum clearance, or free movement, of 3 mm and a maximum clearance of 5 mm when new. Suitable drawbar eyes shall be declared by the coupling manufacturer on the Communication form shown in annex 1. |
| --- | --- |

10.1.4.

A Class K hook type coupling shall be used with a toroidal eye giving a minimum clearance, or free movement, of 3 mm and a maximum clearance of 5 mm when new. Suitable drawbar eyes shall be declared by the coupling manufacturer on the Communication form shown in annex 1.

| 10.2. | A Class K coupling when used with a Class L toroidal eye, but not fitted to a vehicle, shall have the following non-simultaneous angles of articulation — see also Figure 19: |
| --- | --- |

10.2.

A Class K coupling when used with a Class L toroidal eye, but not fitted to a vehicle, shall have the following non-simultaneous angles of articulation — see also Figure 19:

| 10.2.1. | ±90o horizontally about the vertical axis of the coupling; |
| --- | --- |

10.2.1.

±90o horizontally about the vertical axis of the coupling;

| 10.2.2. | ±40o vertically about the horizontal transverse axis of the coupling; |
| --- | --- |

10.2.2.

±40o vertically about the horizontal transverse axis of the coupling;

| 10.2.3. | ±20o axial rotation about the horizontal longitudinal centre line of the coupling. |
| --- | --- |

10.2.3.

±20o axial rotation about the horizontal longitudinal centre line of the coupling.

| 10.3. | Automatic Class K hook type couplings shall have a jaw designed such that the drawbar eye is guided into the coupling. |
| --- | --- |

10.3.

Automatic Class K hook type couplings shall have a jaw designed such that the drawbar eye is guided into the coupling.

| 10.4. | Locking to prevent inadvertent uncoupling:
  In the closed position the coupling shall be locked by two positive mechanical engagement locking devices each of which shall remain effective should the other fail.
  The closed and locked position of the coupling shall be clearly indicated externally by a mechanical device. It shall be possible to verify the position of the indicator by feel, for example, in the dark.
  The mechanical indication device shall indicate the engagement of both locking devices (an AND condition).
  However, it is sufficient for the engagement of only one locking device to be indicated if, in this situation, engagement of the second locking device is an inherent feature of the design. |
| --- | --- |

10.4.

Locking to prevent inadvertent uncoupling:

In the closed position the coupling shall be locked by two positive mechanical engagement locking devices each of which shall remain effective should the other fail.

The closed and locked position of the coupling shall be clearly indicated externally by a mechanical device. It shall be possible to verify the position of the indicator by feel, for example, in the dark.

The mechanical indication device shall indicate the engagement of both locking devices (an AND condition).

However, it is sufficient for the engagement of only one locking device to be indicated if, in this situation, engagement of the second locking device is an inherent feature of the design.

| 10.5. | Hand levers
  Hand levers shall be of a design suitable for easy use with the end rounded off. The coupling shall not have any sharp edges or points of possible pinching near the hand lever which could result in injury during operation of the coupling. The force needed to release the coupling, measured without the drawbar eye, shall not exceed 250 N perpendicular to the hand lever along the line of operation.
  Table 12
  Dimensions for Class K hook type couplings — see Figure 19













  Class | K1 | K2 | K3 | K4 | KA1 | KA2 | KA3 | Remarks |
| --- | --- | --- | --- | --- | --- | --- | --- | --- | --- |
| e1 | | 83 | 83 | 120 | 120 | 140 | 160 | ±0,5 |
| e2 | | 56 | 56 | 55 | 55 | 80 | 100 | ±0,5 |
| e3 | 90 | | | | | | | ±0,5 |
| d2 | 17 | 10,5 | 10,5 | 15 | 15 | 17 | 21 | H13 |
| c | 3 | 3 | 3 | 3 | 3 | 3 | 3 | min. |
| f | 130 | 175 | 175 | 180 | 180 | 200 | 200 | max. |
| g | 100 | 100 | 100 | 120 | 120 | 140 | 200 | max. |
| a | 45 | 45 | 45 | 45 | 45 | 45 | 45 | ±1,6 - 0 |
| L1 | 120 | 120 | 120 | 120 | 250 | 300 | 300 | max. |
| L2 | 74 | 74 | 63 | 74 | 90 | 90 | 90 | max. |
| L3 | 110 | 130 | 130 | 150 | 150 | 200 | 200 | max. |

10.5.

Hand levers

Hand levers shall be of a design suitable for easy use with the end rounded off. The coupling shall not have any sharp edges or points of possible pinching near the hand lever which could result in injury during operation of the coupling. The force needed to release the coupling, measured without the drawbar eye, shall not exceed 250 N perpendicular to the hand lever along the line of operation.

Table 12

Dimensions for Class K hook type couplings — see Figure 19

Class

K1

K2

K3

K4

KA1

KA2

KA3

Remarks

e1

83

83

120

120

140

160

±0,5

e2

56

56

55

55

80

100

±0,5

e3

90

±0,5

d2

17

10,5

10,5

15

15

17

21

H13

c

3

3

3

3

3

3

3

min.

f

130

175

175

180

180

200

200

max.

g

100

100

100

120

120

140

200

max.

a

45

45

45

45

45

45

45

±1,6 - 0

L1

120

120

120

120

250

300

300

max.

L2

74

74

63

74

90

90

90

max.

L3

110

130

130

150

150

200

200

max.

Table 13

Characteristic values for Class K hook type couplings

| Class | K1 | K2 | K3 | K4 | KA1 | KA2 | KA3 |
| --- | --- | --- | --- | --- | --- | --- | --- |
| D kN | 17 | 20 | 20 | 25 | 70 | 100 | 130 |
| Dc kN | | | 17 | 20 | 54 | 70 | 90 |
| S kg | 120 | 120 | 200 | 250 | 700 | 900 | 1000 |
| V kN | | | 10 | 10 | 18 | 25 | 35 |

Class

K1

K2

K3

K4

KA1

KA2

KA3

D kN

17

20

20

25

70

100

130

Dc kN

17

20

54

70

90

S kg

120

120

200

250

700

900

1000

V kN

10

10

18

25

35

11.   DEDICATED DRAWBAR TYPE COUPLINGS — CLASS T

| 11.1. | Class T dedicated drawbar type couplings are intended for use on specific vehicle combinations, for example, car transporters. These vehicles have special structures and may need particular and unusual location of the coupling. |
| --- | --- |

11.1.

Class T dedicated drawbar type couplings are intended for use on specific vehicle combinations, for example, car transporters. These vehicles have special structures and may need particular and unusual location of the coupling.

| 11.2. | Class T couplings shall be restricted to use with centre axle trailers and this restriction shall be notified on the Communication form shown in annex 1. |
| --- | --- |

11.2.

Class T couplings shall be restricted to use with centre axle trailers and this restriction shall be notified on the Communication form shown in annex 1.

| 11.3. | Class T couplings shall be approved as a matched pair and it shall not be possible to separate the coupling other than in a workshop using tools which are not normally carried on the vehicle. |
| --- | --- |

11.3.

Class T couplings shall be approved as a matched pair and it shall not be possible to separate the coupling other than in a workshop using tools which are not normally carried on the vehicle.

| 11.4. | Class T couplings shall not be automatic in operation. |
| --- | --- |

11.4.

Class T couplings shall not be automatic in operation.

| 11.5. | Class T couplings shall satisfy the relevant test requirements given in annex 6, paragraph 3.3., except paragraph 3.3.4. |
| --- | --- |

11.5.

Class T couplings shall satisfy the relevant test requirements given in annex 6, paragraph 3.3., except paragraph 3.3.4.

| 11.6. | The following minimum and simultaneous angles of articulation shall be possible with the coupling not fitted to a vehicle but assembled, and in the same normal position as when fitted to a vehicle; |
| --- | --- |

11.6.

The following minimum and simultaneous angles of articulation shall be possible with the coupling not fitted to a vehicle but assembled, and in the same normal position as when fitted to a vehicle;

| 11.6.1. | ±90o horizontally about the vertical axis; |
| --- | --- |

11.6.1.

±90o horizontally about the vertical axis;

| 11.6.2. | ±8o vertically about the horizontal transverse axis; |
| --- | --- |

11.6.2.

±8o vertically about the horizontal transverse axis;

| 11.6.3. | ±3o axial rotation about the horizontal longitudinal axis. |
| --- | --- |

11.6.3.

±3o axial rotation about the horizontal longitudinal axis.

12.   DEVICES FOR REMOTE INDICATION AND REMOTE CONTROL

| 12.1. | General requirements
  Devices for remote indication and remote control are permitted only on automatic coupling devices of Classes C50-X and G50-X.
  Devices for remote indication and remote control shall not interfere with the minimum free movement of the coupled drawbar eye or coupled semitrailer. They shall be permanently fitted to the vehicle.
  All the devices for remote indication or remote control fall within the scope of testing and approval of the coupling device together with all parts of the operating devices and transmission devices. |
| --- | --- |

12.1.

General requirements

Devices for remote indication and remote control are permitted only on automatic coupling devices of Classes C50-X and G50-X.

Devices for remote indication and remote control shall not interfere with the minimum free movement of the coupled drawbar eye or coupled semitrailer. They shall be permanently fitted to the vehicle.

All the devices for remote indication or remote control fall within the scope of testing and approval of the coupling device together with all parts of the operating devices and transmission devices.

| 12.2. | Remote indication |
| --- | --- |

12.2.

Remote indication

| 12.2.1. | For an automatic coupling procedure, remote indication devices shall indicate the closed and doubly locked position of the coupling in an optical manner according to paragraph 12.2.2. Additionally the open position may be indicated as in paragraph 12.2.3.
  The remote indication device shall be automatically activated and reset during every opening and closing of the coupling. |
| --- | --- |

12.2.1.

For an automatic coupling procedure, remote indication devices shall indicate the closed and doubly locked position of the coupling in an optical manner according to paragraph 12.2.2. Additionally the open position may be indicated as in paragraph 12.2.3.

The remote indication device shall be automatically activated and reset during every opening and closing of the coupling.

| 12.2.2. | The change from the open to the closed and doubly locked position shall be indicated by a green optical signal. |
| --- | --- |

12.2.2.

The change from the open to the closed and doubly locked position shall be indicated by a green optical signal.

| 12.2.3. | If the open and/or unlocked position is indicated, a red optical signal shall be used. |
| --- | --- |

12.2.3.

If the open and/or unlocked position is indicated, a red optical signal shall be used.

| 12.2.4. | In the case of indicating the completion of the automatic coupling procedure, the remote indicator shall ensure that the coupling pin has reached the doubly locked end position. |
| --- | --- |

12.2.4.

In the case of indicating the completion of the automatic coupling procedure, the remote indicator shall ensure that the coupling pin has reached the doubly locked end position.

| 12.2.5. | The appearance of any fault in the remote indication system shall not indicate a closed and locked position during the coupling procedure if the end position has not been reached. |
| --- | --- |

12.2.5.

The appearance of any fault in the remote indication system shall not indicate a closed and locked position during the coupling procedure if the end position has not been reached.

| 12.2.6. | The disengagement of one of the two locking devices shall cause the green optical signal to extinguish and the red optical signal (if fitted) to show. |
| --- | --- |

12.2.6.

The disengagement of one of the two locking devices shall cause the green optical signal to extinguish and the red optical signal (if fitted) to show.

| 12.2.7. | The mechanical indicators fitted directly to the coupling device shall be retained. |
| --- | --- |

12.2.7.

The mechanical indicators fitted directly to the coupling device shall be retained.

| 12.2.8. | In order to avoid distracting the driver during normal driving, there shall be a provision for switching off the remote indication device but this shall be automatically reactivated when the coupling is next opened and closed — see paragraph 12.2.1. |
| --- | --- |

12.2.8.

In order to avoid distracting the driver during normal driving, there shall be a provision for switching off the remote indication device but this shall be automatically reactivated when the coupling is next opened and closed — see paragraph 12.2.1.

| 12.2.9. | The operating controls and indicators of the remote indication devices shall be mounted within the driver's field of vision and be permanently and clearly identified. |
| --- | --- |

12.2.9.

The operating controls and indicators of the remote indication devices shall be mounted within the driver's field of vision and be permanently and clearly identified.

| 12.3. | Remote control |
| --- | --- |

12.3.

Remote control

| 12.3.1. | If a remote control device, as defined in paragraph 2.8 of this Regulation, is employed, there shall also be a remote indication device as described in paragraph 12.2 which shall at least indicate the open condition of the coupling. |
| --- | --- |

12.3.1.

If a remote control device, as defined in paragraph 2.8 of this Regulation, is employed, there shall also be a remote indication device as described in paragraph 12.2 which shall at least indicate the open condition of the coupling.

| 12.3.2. | There shall be a dedicated switch (i.e. master switch, lever or valve) to enable the coupling to be opened or closed by means of the remote control device. If this master switch is not located in the driving cab it shall not be in a position where it is freely accessible to unauthorised persons or it shall be lockable. The actual operation of the coupling from the driving cab may only be possible when inadvertent operation has been precluded, for example by an operation requiring the use of two hands.
  It shall be possible to ascertain whether opening of the coupling under remote control has been completed or not. |
| --- | --- |

12.3.2.

There shall be a dedicated switch (i.e. master switch, lever or valve) to enable the coupling to be opened or closed by means of the remote control device. If this master switch is not located in the driving cab it shall not be in a position where it is freely accessible to unauthorised persons or it shall be lockable. The actual operation of the coupling from the driving cab may only be possible when inadvertent operation has been precluded, for example by an operation requiring the use of two hands.

It shall be possible to ascertain whether opening of the coupling under remote control has been completed or not.

| 12.3.3. | If remote control involves the coupling being opened by external force, the condition under which the external force acts on the coupling shall be indicated appropriately to the driver. This is not necessary if the external force is only operative while the remote control is operating. |
| --- | --- |

12.3.3.

If remote control involves the coupling being opened by external force, the condition under which the external force acts on the coupling shall be indicated appropriately to the driver. This is not necessary if the external force is only operative while the remote control is operating.

| 12.3.4. | If the actuating device for opening the coupling under remote control is mounted externally on the vehicle it shall be possible to oversee the area between the coupled vehicles, but it shall not be necessary, however, to enter this area in order to operate it. |
| --- | --- |

12.3.4.

If the actuating device for opening the coupling under remote control is mounted externally on the vehicle it shall be possible to oversee the area between the coupled vehicles, but it shall not be necessary, however, to enter this area in order to operate it.

| 12.3.5. | Any single error in operation or the occurrence of any single fault in the system shall not result in accidental opening of the coupling during normal road use. Any faults in the system shall be indicated directly or be immediately obvious at the next operation e.g. by a malfunction. |
| --- | --- |

12.3.5.

Any single error in operation or the occurrence of any single fault in the system shall not result in accidental opening of the coupling during normal road use. Any faults in the system shall be indicated directly or be immediately obvious at the next operation e.g. by a malfunction.

| 12.3.6. | In the event of a failure of the remote control it shall be possible, in an emergency, to open the coupling in at least one other way. If this requires the use of a tool then this shall be included in vehicle's tool kit. The requirements of paragraph 3.6 of this annex are not applicable to hand levers used exclusively for opening the coupling in an emergency. |
| --- | --- |

12.3.6.

In the event of a failure of the remote control it shall be possible, in an emergency, to open the coupling in at least one other way. If this requires the use of a tool then this shall be included in vehicle's tool kit. The requirements of paragraph 3.6 of this annex are not applicable to hand levers used exclusively for opening the coupling in an emergency.

| 12.3.7. | The operating controls and indicators for the remote control devices shall be permanently and clearly identified. |
| --- | --- |

12.3.7.

The operating controls and indicators for the remote control devices shall be permanently and clearly identified.

ANNEX 6

TESTING OF MECHANICAL COUPLING DEVICES OR COMPONENTS

1.   GENERAL TESTING REQUIREMENTS

| 1.1. | Samples of coupling devices shall be tested for both strength and function. Physical testing shall be carried out wherever possible but unless stated otherwise the type approval authority or technical service may waive a physical strength test if the simple design of a component makes a theoretical check possible. Theoretical checks may be carried out to determine worst case conditions. In all cases, theoretical checks shall ensure the same quality of results as with dynamic or static testing. In cases of doubt it is the results of physical testing that are overriding.
  See also paragraph 4.8 of this Regulation. |
| --- | --- |

1.1.

Samples of coupling devices shall be tested for both strength and function. Physical testing shall be carried out wherever possible but unless stated otherwise the type approval authority or technical service may waive a physical strength test if the simple design of a component makes a theoretical check possible. Theoretical checks may be carried out to determine worst case conditions. In all cases, theoretical checks shall ensure the same quality of results as with dynamic or static testing. In cases of doubt it is the results of physical testing that are overriding.

See also paragraph 4.8 of this Regulation.

| 1.2. | With coupling devices the strength shall be verified by a dynamic test (endurance test). In certain cases additional static tests may be necessary (see paragraph 3 of this annex). |
| --- | --- |

1.2.

With coupling devices the strength shall be verified by a dynamic test (endurance test). In certain cases additional static tests may be necessary (see paragraph 3 of this annex).

| 1.3. | The dynamic test shall be performed with approximately sinusoidal load (alternating and/or pulsating) with a number of stress cycles appropriate to the material. No cracks or fractures shall occur. |
| --- | --- |

1.3.

The dynamic test shall be performed with approximately sinusoidal load (alternating and/or pulsating) with a number of stress cycles appropriate to the material. No cracks or fractures shall occur.

| 1.4. | Only slight permanent deformation is permitted with the static tests prescribed. Unless stated otherwise the permanent, plastic, deformation after releasing shall not be more than 10 % of the maximum deformation measured during the test. In the case where measurement of deformation during the test puts the tester at risk then, provided that the same parameter is checked during other tests, such as the dynamic test, then this part of the static test may be omitted. |
| --- | --- |

1.4.

Only slight permanent deformation is permitted with the static tests prescribed. Unless stated otherwise the permanent, plastic, deformation after releasing shall not be more than 10 % of the maximum deformation measured during the test. In the case where measurement of deformation during the test puts the tester at risk then, provided that the same parameter is checked during other tests, such as the dynamic test, then this part of the static test may be omitted.

| 1.5. | The loading assumptions in the dynamic tests are based on the horizontal force component in the longitudinal axis of the vehicle and the vertical force component. Horizontal force components transverse to the longitudinal axis of the vehicle, and moments, are not taken into account provided they are of only minor significance.
  If the design of the coupling device or its attachment to the vehicle or the attachment of additional systems (such as stabilisers, close coupling devices, etc.) generate additional forces or moments, additional tests may be required by the type approval authority or technical service.
  The horizontal force component in the longitudinal axis of the vehicle is represented by a theoretically determined reference force, the D or Dc value. The vertical force component, where applicable, is represented by the static vertical bearing load, S, at the point of coupling and the assumed vertical load, V, or by the static vertical bearing load, U, in the case of fifth wheel couplings. |
| --- | --- |

1.5.

The loading assumptions in the dynamic tests are based on the horizontal force component in the longitudinal axis of the vehicle and the vertical force component. Horizontal force components transverse to the longitudinal axis of the vehicle, and moments, are not taken into account provided they are of only minor significance.

If the design of the coupling device or its attachment to the vehicle or the attachment of additional systems (such as stabilisers, close coupling devices, etc.) generate additional forces or moments, additional tests may be required by the type approval authority or technical service.

The horizontal force component in the longitudinal axis of the vehicle is represented by a theoretically determined reference force, the D or Dc value. The vertical force component, where applicable, is represented by the static vertical bearing load, S, at the point of coupling and the assumed vertical load, V, or by the static vertical bearing load, U, in the case of fifth wheel couplings.

| 1.6. | The characteristic values D, Dc, S, V and U, on which the tests are based and which are defined in paragraph 2.11. of this Regulation, shall be taken from the manufacturer's information given in the application for type approval — see communication form shown in annexes 1 and 2. |
| --- | --- |

1.6.

The characteristic values D, Dc, S, V and U, on which the tests are based and which are defined in paragraph 2.11. of this Regulation, shall be taken from the manufacturer's information given in the application for type approval — see communication form shown in annexes 1 and 2.

| 1.7. | Any positive locking device, which is retained in position by spring force, shall remain in its secured position when subjected to a force applied in the least favourable direction and equivalent to three times the mass of the locking mechanism. |
| --- | --- |

1.7.

Any positive locking device, which is retained in position by spring force, shall remain in its secured position when subjected to a force applied in the least favourable direction and equivalent to three times the mass of the locking mechanism.

2.   TEST PROCEDURES

| 2.1. | For the dynamic tests and static tests, the sample shall be placed in a suitable rig with a means of force application, such that it is not subjected to any additional forces or moments apart from the specified test force. In the case of alternating tests, the direction of force application shall not deviate by more than ±1o from the specified direction. In the case of pulsating and static tests, the angle shall be set for the maximum test force. This will normally require a joint at the point of force application (i.e. the point of coupling) and a second joint an adequate distance away. |
| --- | --- |

2.1.

For the dynamic tests and static tests, the sample shall be placed in a suitable rig with a means of force application, such that it is not subjected to any additional forces or moments apart from the specified test force. In the case of alternating tests, the direction of force application shall not deviate by more than ±1o from the specified direction. In the case of pulsating and static tests, the angle shall be set for the maximum test force. This will normally require a joint at the point of force application (i.e. the point of coupling) and a second joint an adequate distance away.

| 2.2. | The test frequency shall not exceed 35 Hz. The selected frequency shall be well separated from resonance frequencies of the test set up including the tested device. With asynchronous testing the frequencies of the two force components shall be between approximately 1 per cent and a maximum of 3 per cent apart. For coupling devices made from steel the number of stress cycles is 2 × 106. For devices made from materials other than steel a higher number of cycles may be necessary. The dye‐penetration method of crack testing or an equivalent method shall be used to determine any cracking during test. |
| --- | --- |

2.2.

The test frequency shall not exceed 35 Hz. The selected frequency shall be well separated from resonance frequencies of the test set up including the tested device. With asynchronous testing the frequencies of the two force components shall be between approximately 1 per cent and a maximum of 3 per cent apart. For coupling devices made from steel the number of stress cycles is 2 × 106. For devices made from materials other than steel a higher number of cycles may be necessary. The dye‐penetration method of crack testing or an equivalent method shall be used to determine any cracking during test.

| 2.3. | With pulsating tests, the test force varies between the maximum test force and a lower, minimum, test force, which may not be greater than 5 per cent of the maximum test force unless otherwise stated in the specific testing procedure. |
| --- | --- |

2.3.

With pulsating tests, the test force varies between the maximum test force and a lower, minimum, test force, which may not be greater than 5 per cent of the maximum test force unless otherwise stated in the specific testing procedure.

| 2.4. | With static tests, other than the special tests required by paragraph 3.2.3 of this annex, the test force shall be applied smoothly and quickly and be maintained for at least 60 seconds. |
| --- | --- |

2.4.

With static tests, other than the special tests required by paragraph 3.2.3 of this annex, the test force shall be applied smoothly and quickly and be maintained for at least 60 seconds.

| 2.5. | The coupling devices or component on test should normally be mounted as rigidly as possible on a test rig in the actual position in which they will be used on the vehicle. The fixing devices should be those specified by the manufacturer or applicant and should be those intended for the attachment of the coupling device or component to the vehicle and/or shall have identical mechanical characteristics. |
| --- | --- |

2.5.

The coupling devices or component on test should normally be mounted as rigidly as possible on a test rig in the actual position in which they will be used on the vehicle. The fixing devices should be those specified by the manufacturer or applicant and should be those intended for the attachment of the coupling device or component to the vehicle and/or shall have identical mechanical characteristics.

| 2.6. | Coupling devices or components shall be tested in the form used on the road. However, at the discretion of the manufacturer, and in agreement with the technical service, flexible components may be neutralised if this is necessary for the test procedure and if this will not have any unrealistic influence on the test result.
  Flexible components which are overheated during these accelerated test procedures may be replaced during the test. The test loads may be applied by means of special slack‐free devices. |
| --- | --- |

2.6.

Coupling devices or components shall be tested in the form used on the road. However, at the discretion of the manufacturer, and in agreement with the technical service, flexible components may be neutralised if this is necessary for the test procedure and if this will not have any unrealistic influence on the test result.

Flexible components which are overheated during these accelerated test procedures may be replaced during the test. The test loads may be applied by means of special slack‐free devices.

3.   SPECIFIC TESTING REQUIREMENTS

| 3.1. | Coupling balls and towing brackets |
| --- | --- |

3.1.

Coupling balls and towing brackets

| 3.1.1. | Mechanical coupling devices with coupling balls may be of the following types:






  (i) | one‐piece coupling balls including devices with noninterchangeable detachable balls (see Figures 20a and 20b), |
| --- | --- | --- |

3.1.1.

Mechanical coupling devices with coupling balls may be of the following types:

(i)

one‐piece coupling balls including devices with noninterchangeable detachable balls (see Figures 20a and 20b),

| (ii) | coupling balls, comprising a number of parts which can be dismantled (see Figures 20c, 20d and 20e), |
| --- | --- |

(ii)

coupling balls, comprising a number of parts which can be dismantled (see Figures 20c, 20d and 20e),

| (iii) | towing brackets without ball fitted (see Figure 20f). |
| --- | --- |

(iii)

towing brackets without ball fitted (see Figure 20f).

Figure 20

Arrangements of ball type towing brackets

Image

| 3.1.2. | The basic test is a dynamic endurance test. The test sample comprises the coupling ball, the ball neck and the mountings necessary for attaching the assembly to the vehicle. The coupling ball and towing bracket shall be rigidly mounted to a test rig, capable of producing an alternating force, in the actual position in which it is intended for use. |
| --- | --- |

3.1.2.

The basic test is a dynamic endurance test. The test sample comprises the coupling ball, the ball neck and the mountings necessary for attaching the assembly to the vehicle. The coupling ball and towing bracket shall be rigidly mounted to a test rig, capable of producing an alternating force, in the actual position in which it is intended for use.

| 3.1.3. | The positions of the fixing points for attaching the coupling ball and towing bracket are specified by the vehicle manufacturer (see paragraph 5.3.2 of this Regulation). |
| --- | --- |

3.1.3.

The positions of the fixing points for attaching the coupling ball and towing bracket are specified by the vehicle manufacturer (see paragraph 5.3.2 of this Regulation).

| 3.1.4. | The devices submitted for test shall be provided with all parts and design details which may have an influence on the strength criteria (for example electrical socket plate, any marking, etc.). The test sample shall include all parts up to the anchorage points or fitting points to the vehicle. The geometric location of the coupling ball and the fixing points of the coupling device related to the reference line shall be provided by the vehicle manufacturer and shall be shown in the test report. All relative positions of the anchorage points with respect to the reference line, for which the towing vehicle manufacturer shall provide all the necessary information to the towing device manufacturer, shall be repeated on the test bed. |
| --- | --- |

3.1.4.

The devices submitted for test shall be provided with all parts and design details which may have an influence on the strength criteria (for example electrical socket plate, any marking, etc.). The test sample shall include all parts up to the anchorage points or fitting points to the vehicle. The geometric location of the coupling ball and the fixing points of the coupling device related to the reference line shall be provided by the vehicle manufacturer and shall be shown in the test report. All relative positions of the anchorage points with respect to the reference line, for which the towing vehicle manufacturer shall provide all the necessary information to the towing device manufacturer, shall be repeated on the test bed.

| 3.1.5. | The sample mounted on the test rig shall be subjected to an alternating stress test applied at an angle to the ball as shown in Figure 21 or 22.
  The direction of the angle of test shall be determined by the vertical relationship between a horizontal reference line passing through the centre of the ball and a horizontal line passing through the fixing point of the coupling device which is the highest of the nearest, when measured in a horizontal plane, to a transverse vertical plane passing through the centre of the ball. If the fixing point line is above the horizontal reference line, the test shall be carried out at an angle of α = + 15o ±1o and if it is below then the test shall be carried out at an angle of α = - 15o ±1o (see Figure 21). The fixing points to be considered in determining the angle of test shall be those declared by the vehicle manufacturer and which transmit the major towing forces to the structure of the towing vehicle.
  This angle is chosen in order to take account of the vertical static and dynamic load and is only applicable for a permitted static vertical load not exceeding:
  S = 120 × D [N]
  Where the static vertical load exceeds that calculated above, the angle shall, in both conditions, be increased to 20o.
  The dynamic test shall be performed with the following test force:
  Fhs res = ±0.6 D |
| --- | --- |

3.1.5.

The sample mounted on the test rig shall be subjected to an alternating stress test applied at an angle to the ball as shown in Figure 21 or 22.

The direction of the angle of test shall be determined by the vertical relationship between a horizontal reference line passing through the centre of the ball and a horizontal line passing through the fixing point of the coupling device which is the highest of the nearest, when measured in a horizontal plane, to a transverse vertical plane passing through the centre of the ball. If the fixing point line is above the horizontal reference line, the test shall be carried out at an angle of α = + 15o ±1o and if it is below then the test shall be carried out at an angle of α = - 15o ±1o (see Figure 21). The fixing points to be considered in determining the angle of test shall be those declared by the vehicle manufacturer and which transmit the major towing forces to the structure of the towing vehicle.

This angle is chosen in order to take account of the vertical static and dynamic load and is only applicable for a permitted static vertical load not exceeding:

S = 120 × D [N]

Where the static vertical load exceeds that calculated above, the angle shall, in both conditions, be increased to 20o.

The dynamic test shall be performed with the following test force:

Fhs res = ±0.6 D

| 3.1.6. | The test procedure is applicable to the different types of coupling devices (see paragraph 3.1.1 of this annex) as follows: |
| --- | --- |

3.1.6.

The test procedure is applicable to the different types of coupling devices (see paragraph 3.1.1 of this annex) as follows:

| 3.1.6.1. | one piece coupling balls including devices with non‐interchangeable detachable balls (see Figures 20a and 20b). |
| --- | --- |

3.1.6.1.

one piece coupling balls including devices with non‐interchangeable detachable balls (see Figures 20a and 20b).

| 3.1.6.1.1. | the strength test for the devices shown in Figures 20a and 20b shall be carried out according to the requirements of paragraph 3.1.5; |
| --- | --- |

3.1.6.1.1.

the strength test for the devices shown in Figures 20a and 20b shall be carried out according to the requirements of paragraph 3.1.5;

Figure 21

Angles of application of test force

Image

Figure 22

Angles of application of test force

Image

| 3.1.6.2. | coupling balls, comprising parts which can be dismantled.
  The following categories are defined:






  (a) | towing bracket and ball (see Figure 20c), |
| --- | --- | --- |

3.1.6.2.

coupling balls, comprising parts which can be dismantled.

The following categories are defined:

(a)

towing bracket and ball (see Figure 20c),

| (b) | towing bracket and ball on integral support (see Figure 20d), |
| --- | --- |

(b)

towing bracket and ball on integral support (see Figure 20d),

| (c) | towing bracket with detachable ball (see Figure 20e), |
| --- | --- |

(c)

towing bracket with detachable ball (see Figure 20e),

| (d) | towing bracket without ball (see Figure 20f). |
| --- | --- |

(d)

towing bracket without ball (see Figure 20f).

| 3.1.6.2.1. | The strength test for the devices shown in Figures 20c to 20f shall be carried out according to the requirements of paragraph 3.1.5. Dimensions e and f, shall have a manufacturing tolerance of ±5 mm, and shall be stated in the test report.
  The test of the towing bracket (see Figure 20f) shall be carried out with a mounted ball (on support). Account will be taken only of the result of the test on the towing bracket between the fixing points and the mounting surface of the ball support.
  The dimensions e and f shall have a manufacturing tolerance of ±5 mm and shall be specified by the coupling device manufacturer. |
| --- | --- |

3.1.6.2.1.

The strength test for the devices shown in Figures 20c to 20f shall be carried out according to the requirements of paragraph 3.1.5. Dimensions e and f, shall have a manufacturing tolerance of ±5 mm, and shall be stated in the test report.

The test of the towing bracket (see Figure 20f) shall be carried out with a mounted ball (on support). Account will be taken only of the result of the test on the towing bracket between the fixing points and the mounting surface of the ball support.

The dimensions e and f shall have a manufacturing tolerance of ±5 mm and shall be specified by the coupling device manufacturer.

| 3.1.6.3. | Coupling devices with variable dimensions e and f for demountable and interchangeable coupling balls — see Figure 22. |
| --- | --- |

3.1.6.3.

Coupling devices with variable dimensions e and f for demountable and interchangeable coupling balls — see Figure 22.

| 3.1.6.3.1. | The strength tests for such towing brackets shall be carried out to the requirements of paragraph 3.1.5. |
| --- | --- |

3.1.6.3.1.

The strength tests for such towing brackets shall be carried out to the requirements of paragraph 3.1.5.

| 3.1.6.3.2. | If a worst case configuration can be defined by agreement between the manufacturer and the type approval authority or technical service, then testing of this one configuration alone shall be sufficient.
  Otherwise, several ball positions shall be tested in a simplified test programme according to paragraph 3.1.6.3.3. |
| --- | --- |

3.1.6.3.2.

If a worst case configuration can be defined by agreement between the manufacturer and the type approval authority or technical service, then testing of this one configuration alone shall be sufficient.

Otherwise, several ball positions shall be tested in a simplified test programme according to paragraph 3.1.6.3.3.

| 3.1.6.3.3. | In a simplified test programme, the value for f shall be between a defined value of fmin and a value of fmax which does not exceed 100 mm. The ball shall be at a distance, emax, of 130 mm from the support. To cover all possible positions of the ball, in the field given by the horizontal distance from the mounting surface and the vertical range of f (fmin to fmax), two devices are to be tested:






  (i) | one with a ball in the upper (fmax) position, and |
| --- | --- | --- |

3.1.6.3.3.

In a simplified test programme, the value for f shall be between a defined value of fmin and a value of fmax which does not exceed 100 mm. The ball shall be at a distance, emax, of 130 mm from the support. To cover all possible positions of the ball, in the field given by the horizontal distance from the mounting surface and the vertical range of f (fmin to fmax), two devices are to be tested:

(i)

one with a ball in the upper (fmax) position, and

| (ii) | one with a ball in the lower (fmin) position. |
| --- | --- |

(ii)

one with a ball in the lower (fmin) position.

The angle of application of the test force will vary, positive or negative, depending on the relationship of the ball centre horizontal reference line to the parallel line passing through the highest and nearest coupling device fixing point. The angles to be used are shown in Figure 22.

| 3.1.7. | In the case where detachable ball units are retained using fixing arrangements other than screwed fittings, for example, spring clips, and where the positive mechanical engagement aspect of the arrangement is not tested during the dynamic test, then the arrangement shall be subject to a static test applied to the ball or to the positive mechanical engagement arrangement in an appropriate direction. Where the positive mechanical engagement arrangement retains the ball unit vertically, the static test shall be to apply an upwards vertical force to the ball equivalent to the “D” value. Where the positive mechanical engagement arrangement retains the ball unit by means of a transverse horizontal design, the static test shall be to apply a force in this direction equivalent to 0,25 D. There shall not be any failure of the positive mechanical engagement device or any distortion likely to have an adverse effect on its function. |
| --- | --- |

3.1.7.

In the case where detachable ball units are retained using fixing arrangements other than screwed fittings, for example, spring clips, and where the positive mechanical engagement aspect of the arrangement is not tested during the dynamic test, then the arrangement shall be subject to a static test applied to the ball or to the positive mechanical engagement arrangement in an appropriate direction. Where the positive mechanical engagement arrangement retains the ball unit vertically, the static test shall be to apply an upwards vertical force to the ball equivalent to the “D” value. Where the positive mechanical engagement arrangement retains the ball unit by means of a transverse horizontal design, the static test shall be to apply a force in this direction equivalent to 0,25 D. There shall not be any failure of the positive mechanical engagement device or any distortion likely to have an adverse effect on its function.

| 3.1.8. | The attachment points for the secondary coupling referred to in annex 5, paragraph 1.5 shall withstand a horizontal static force equivalent to 2D with a maximum of 15 kN. Where there is a separate attachment point for a breakaway cable this shall withstand a horizontal static force equivalent to D. |
| --- | --- |

3.1.8.

The attachment points for the secondary coupling referred to in annex 5, paragraph 1.5 shall withstand a horizontal static force equivalent to 2D with a maximum of 15 kN. Where there is a separate attachment point for a breakaway cable this shall withstand a horizontal static force equivalent to D.

| 3.2. | Coupling heads |
| --- | --- |

3.2.

Coupling heads

| 3.2.1. | The basic test is an endurance test using an alternating test force followed by a static test (lifting test) on the same test sample. |
| --- | --- |

3.2.1.

The basic test is an endurance test using an alternating test force followed by a static test (lifting test) on the same test sample.

| 3.2.2. | The dynamic test shall be performed with a Class A coupling ball of appropriate strength. On the test rig the coupling ball and coupling head shall be arranged as instructed by the manufacturer and orientated in a way corresponding to the relative positions in normal use. There should be no possibility of extra forces in addition to the test force acting on the specimen. The test force shall be applied along a line passing through the centre of the ball and inclined downwards to the rear at 15o (see Figure 23). An endurance test must be performed on a test specimen with the following test force:
  Fhs res w = ±0,6 D
  Where the maximum permissible static vertical mass, S, exceeds 120 D, then the angle of test shall be increased to 20o. |
| --- | --- |

3.2.2.

The dynamic test shall be performed with a Class A coupling ball of appropriate strength. On the test rig the coupling ball and coupling head shall be arranged as instructed by the manufacturer and orientated in a way corresponding to the relative positions in normal use. There should be no possibility of extra forces in addition to the test force acting on the specimen. The test force shall be applied along a line passing through the centre of the ball and inclined downwards to the rear at 15o (see Figure 23). An endurance test must be performed on a test specimen with the following test force:

Fhs res w = ±0,6 D

Where the maximum permissible static vertical mass, S, exceeds 120 D, then the angle of test shall be increased to 20o.

Figure 23

Dynamic test

Image

| 3.2.3. | A static separation test shall also be performed. The coupling ball used for the test shall have a diameter of 49,00 to 49,13 mm in order to represent a worn coupling ball. The separation force, Fa, shall be applied perpendicular to both the transverse and longitudinal centre line axes of the coupling head and shall be increased smoothly and quickly to a value of:
  Fa = g(C+ S/1 000)kN
  and be held for 10 seconds.
  The coupling head shall not separate from the ball nor shall any component of the coupling head exhibit any permanent distortion which could have an adverse effect on its functional capability. |
| --- | --- |

3.2.3.

A static separation test shall also be performed. The coupling ball used for the test shall have a diameter of 49,00 to 49,13 mm in order to represent a worn coupling ball. The separation force, Fa, shall be applied perpendicular to both the transverse and longitudinal centre line axes of the coupling head and shall be increased smoothly and quickly to a value of:

Fa = g(C+ S/1 000)kN

and be held for 10 seconds.

The coupling head shall not separate from the ball nor shall any component of the coupling head exhibit any permanent distortion which could have an adverse effect on its functional capability.

| 3.3. | Drawbar couplings and drawbeams |
| --- | --- |

3.3.

Drawbar couplings and drawbeams

| 3.3.1. | An endurance test shall be performed on a test sample. The coupling device shall be equipped with all the fixings needed to attach it to the vehicle. Any intermediate devices fitted between the drawbar couplings and the vehicle frame (i.e. drawbeams) shall be tested with the same forces as the coupling. When testing drawbeams intended for standard drawbar couplings, the vertical load shall be applied at a longitudinal distance from the vertical plane of the fixing points that is equal to the position of the corresponding standard coupling. |
| --- | --- |

3.3.1.

An endurance test shall be performed on a test sample. The coupling device shall be equipped with all the fixings needed to attach it to the vehicle. Any intermediate devices fitted between the drawbar couplings and the vehicle frame (i.e. drawbeams) shall be tested with the same forces as the coupling. When testing drawbeams intended for standard drawbar couplings, the vertical load shall be applied at a longitudinal distance from the vertical plane of the fixing points that is equal to the position of the corresponding standard coupling.

| 3.3.2. | Drawbar couplings for hinged drawbars (S=0)
  The dynamic test shall be performed with a horizontal alternating force of Fhw = ±0,6 D acting in a line parallel to the ground and in the longitudinal median plane of the towing vehicle passing through the centre of the coupling pin. |
| --- | --- |

3.3.2.

Drawbar couplings for hinged drawbars (S=0)

The dynamic test shall be performed with a horizontal alternating force of Fhw = ±0,6 D acting in a line parallel to the ground and in the longitudinal median plane of the towing vehicle passing through the centre of the coupling pin.

| 3.3.3. | Drawbar couplings for use with centre‐axle trailers (S>0). |
| --- | --- |

3.3.3.

Drawbar couplings for use with centre‐axle trailers (S>0).

| 3.3.3.1. | Centre axle trailer masses up to and including 3,5 tonnes:
  Drawbar couplings for use with centre axle trailers up to and including a mass of 3,5 tonnes shall be tested in the same way as coupling balls and towing brackets described in 3.1 of this annex. |
| --- | --- |

3.3.3.1.

Centre axle trailer masses up to and including 3,5 tonnes:

Drawbar couplings for use with centre axle trailers up to and including a mass of 3,5 tonnes shall be tested in the same way as coupling balls and towing brackets described in 3.1 of this annex.

| 3.3.3.2. | Centre axle trailer masses exceeding 3,5 tonnes:
  The test forces are applied to the specimen in both horizontal and vertical directions in an asynchronous endurance test. The horizontal line of action shall be equivalent to being parallel to the ground and along the longitudinal median plane of the towing vehicle and pass through the centre of the coupling pin. The vertical line of action shall be perpendicular to the horizontal line of action and shall act along the longitudinal centre line of the coupling pin.
  The fixing arrangements for the drawbar coupling and the drawbar eye on the test rig shall be those intended for its attachment to the vehicle in accordance with the manufacturer's fitting instructions.
  The following test forces shall be applied:
  Table 14
  Test forces







  Test Force | Mean value (kN) | Amplitude (kN) |
| --- | --- | --- | --- |
| Horizontal Force | 0 | ±0,6 Dc (see note) |
| Vertical Force | S x g/1 000 | ±0,6 V (see note) |
| Note: In the case of Class T dedicated drawbar couplings these values shall be reduced to ±0,5Dc and ±0,5V. |

3.3.3.2.

Centre axle trailer masses exceeding 3,5 tonnes:

The test forces are applied to the specimen in both horizontal and vertical directions in an asynchronous endurance test. The horizontal line of action shall be equivalent to being parallel to the ground and along the longitudinal median plane of the towing vehicle and pass through the centre of the coupling pin. The vertical line of action shall be perpendicular to the horizontal line of action and shall act along the longitudinal centre line of the coupling pin.

The fixing arrangements for the drawbar coupling and the drawbar eye on the test rig shall be those intended for its attachment to the vehicle in accordance with the manufacturer's fitting instructions.

The following test forces shall be applied:

Table 14

Test forces

Test Force

Mean value (kN)

Amplitude (kN)

Horizontal Force

0

±0,6 Dc (see note)

Vertical Force

S x g/1 000

±0,6 V (see note)

Note: In the case of Class T dedicated drawbar couplings these values shall be reduced to ±0,5Dc and ±0,5V.

The vertical and the horizontal components shall be sinusoidal in shape and shall be applied asynchronously, where the difference of their frequencies shall be between 1 per cent and 3 per cent.

| 3.3.4. | Static test on coupling pin locking device
  With drawbar couplings it is also necessary to test the closure and any locking devices by means of a static force of 0,25 D acting in the direction of opening. The test shall not cause the closure to open and it shall not cause any damage. A test force of 0,1 D is sufficient in the case of cylindrical coupling pins. |
| --- | --- |

3.3.4.

Static test on coupling pin locking device

With drawbar couplings it is also necessary to test the closure and any locking devices by means of a static force of 0,25 D acting in the direction of opening. The test shall not cause the closure to open and it shall not cause any damage. A test force of 0,1 D is sufficient in the case of cylindrical coupling pins.

| 3.4. | Drawbar eyes |
| --- | --- |

3.4.

Drawbar eyes

| 3.4.1. | Drawbar eyes shall be subjected to the same dynamic testing as drawbar couplings. Drawbar eyes used solely for trailers having hinged drawbars allowing free vertical movement shall be subjected to an alternating force as described in paragraph 3.3.2. Drawbar eyes also intended for use on centre axle trailers shall be tested in the same way as ball coupling heads (paragraph 3.2) for trailer masses C up to and including 3,5 tonnes and in the same way as drawbar couplings (paragraph 3.3.3.2.) for centre axle trailers with a mass, C, exceeding 3,5 tonnes. |
| --- | --- |

3.4.1.

Drawbar eyes shall be subjected to the same dynamic testing as drawbar couplings. Drawbar eyes used solely for trailers having hinged drawbars allowing free vertical movement shall be subjected to an alternating force as described in paragraph 3.3.2. Drawbar eyes also intended for use on centre axle trailers shall be tested in the same way as ball coupling heads (paragraph 3.2) for trailer masses C up to and including 3,5 tonnes and in the same way as drawbar couplings (paragraph 3.3.3.2.) for centre axle trailers with a mass, C, exceeding 3,5 tonnes.

| 3.4.2. | Toroidal eyes of Class L shall be tested in the same manner as standard drawbar eyes. |
| --- | --- |

3.4.2.

Toroidal eyes of Class L shall be tested in the same manner as standard drawbar eyes.

| 3.4.3. | The testing of drawbar eyes shall be conducted in such a manner that the alternating force also acts on the parts used for attaching the drawbar eye to the drawbar. All flexible intermediate components shall be clamped. |
| --- | --- |

3.4.3.

The testing of drawbar eyes shall be conducted in such a manner that the alternating force also acts on the parts used for attaching the drawbar eye to the drawbar. All flexible intermediate components shall be clamped.

| 3.5. | Hook type couplings |
| --- | --- |

3.5.

Hook type couplings

| 3.5.1. | Class K hook type couplings shall satisfy the dynamic test given in paragraph 3.5.2 of this annex. |
| --- | --- |

3.5.1.

Class K hook type couplings shall satisfy the dynamic test given in paragraph 3.5.2 of this annex.

| 3.5.2. | Dynamic test: |
| --- | --- |

3.5.2.

Dynamic test:

| 3.5.2.1. | The dynamic test shall be a pulsating test using a Class L toroidal eye and with the coupling mounted as it would be on a vehicle and with all of the necessary parts for vehicle installation. However, any flexible components may be neutralised with the agreement of the type approval authority or technical service; |
| --- | --- |

3.5.2.1.

The dynamic test shall be a pulsating test using a Class L toroidal eye and with the coupling mounted as it would be on a vehicle and with all of the necessary parts for vehicle installation. However, any flexible components may be neutralised with the agreement of the type approval authority or technical service;

| 3.5.2.2. | For hook type couplings intended for use with hinged drawbar trailers, where the imposed vertical load on the coupling, S, is zero, the test force shall be applied in a horizontal direction simulating a tensile force on the hook and varying between 0,05 D and 1,00 D; |
| --- | --- |

3.5.2.2.

For hook type couplings intended for use with hinged drawbar trailers, where the imposed vertical load on the coupling, S, is zero, the test force shall be applied in a horizontal direction simulating a tensile force on the hook and varying between 0,05 D and 1,00 D;

| 3.5.2.3. | For hook type couplings intended for use with centre axle trailers the test force shall represent the resultant of the horizontal and vertical forces on the coupling and shall be applied along an angle, -α, that is, from top front to bottom rear (see Figure 21), and equivalent to the calculated angle of the resultant between the horizontal and vertical forces on the coupling.
  The force, Fhs res shall be calculated as:

  Fhs res
  = sq . rt(Fh

  2 + Fs

  2) ,
  where Fh
  = Dc
  and Fs
  = (9,81S)/1 000 + 0,8V |
| --- | --- |

3.5.2.3.

For hook type couplings intended for use with centre axle trailers the test force shall represent the resultant of the horizontal and vertical forces on the coupling and shall be applied along an angle, -α, that is, from top front to bottom rear (see Figure 21), and equivalent to the calculated angle of the resultant between the horizontal and vertical forces on the coupling.

The force, Fhs res shall be calculated as:

Fhs res
  = sq . rt(Fh

  2 + Fs

  2) ,

where Fh
  = Dc
  and Fs
  = (9,81S)/1 000 + 0,8V

| 3.5.2.4. | The applied force shall vary between and . 0,05Fhs res
  1,00Fhs res |
| --- | --- |

3.5.2.4.

The applied force shall vary between and . 0,05Fhs res
  1,00Fhs res

| 3.5.3. | Static test on coupling locking device With hook type couplings it is also necessary to test the closure and any locking devices by means of a static force of 0,25 D acting in the direction of opening. The test shall not cause the closure to open and it shall not cause any damage. |
| --- | --- |

3.5.3.

Static test on coupling locking device With hook type couplings it is also necessary to test the closure and any locking devices by means of a static force of 0,25 D acting in the direction of opening. The test shall not cause the closure to open and it shall not cause any damage.

| 3.6. | Drawbars |
| --- | --- |

3.6.

Drawbars

| 3.6.1. | Drawbars shall be tested in the same way as drawbar eyes (see paragraph 3.4.). The type approval authority or technical service may waive an endurance test if the simple design of a component makes a theoretical check of its strength possible. The design forces for the theoretical verification of the drawbar of centre axle trailers with a mass, C, of up to and including 3,5 tonnes shall be taken from ISO 7641/1: 1983. The design forces for the theoretical verification of drawbars for centre axle trailers having a mass, C, over 3,5 tonnes shall be calculated as follows:
  Fsp = (g × S/1 000) + V
  where the force amplitude V is that given in paragraph 2.11.4 of this Regulation.
  The permissible stresses based on the design masses for trailers having a total mass, C, over 3,5 tonnes shall be in accordance with paragraph 5.3 of ISO 7641/1: 1983. For bent drawbars (e.g. swan neck) and for the drawbars of full trailers, the horizontal force component Fhp = 1,0 × D shall be taken into consideration. |
| --- | --- |

3.6.1.

Drawbars shall be tested in the same way as drawbar eyes (see paragraph 3.4.). The type approval authority or technical service may waive an endurance test if the simple design of a component makes a theoretical check of its strength possible. The design forces for the theoretical verification of the drawbar of centre axle trailers with a mass, C, of up to and including 3,5 tonnes shall be taken from ISO 7641/1: 1983. The design forces for the theoretical verification of drawbars for centre axle trailers having a mass, C, over 3,5 tonnes shall be calculated as follows:

Fsp = (g × S/1 000) + V

where the force amplitude V is that given in paragraph 2.11.4 of this Regulation.

The permissible stresses based on the design masses for trailers having a total mass, C, over 3,5 tonnes shall be in accordance with paragraph 5.3 of ISO 7641/1: 1983. For bent drawbars (e.g. swan neck) and for the drawbars of full trailers, the horizontal force component Fhp = 1,0 × D shall be taken into consideration.

| 3.6.2. | For drawbars for full trailers with free movement in the vertical plane, in addition to the endurance test or theoretical verification of strength, the resistance to buckling shall be verified either by a theoretical calculation with a design force of 3,0 × D or by a buckling test with a force of 3,0 × D. The permissible stresses in the case of calculation shall be in accordance with paragraph 5.3 of ISO 7641/1: 1983. |
| --- | --- |

3.6.2.

For drawbars for full trailers with free movement in the vertical plane, in addition to the endurance test or theoretical verification of strength, the resistance to buckling shall be verified either by a theoretical calculation with a design force of 3,0 × D or by a buckling test with a force of 3,0 × D. The permissible stresses in the case of calculation shall be in accordance with paragraph 5.3 of ISO 7641/1: 1983.

| 3.6.3. | In the case of steered axles, the resistance to bending shall be verified by theoretical calculations or by a bending test. A horizontal, lateral static force shall be applied in the centre of the coupling point. The magnitude of this force shall be chosen so that a moment of 0,6 × Av × g (kNm) is exerted about the front axle centre. The permissible stresses shall be in accordance with paragraph 5.3 of ISO 7641/1: 1983.
  However, in the case where the steered axles form a twin, tandem, axle front carriage (steered bogie) the moment shall be increased to 0,95 × Av × g (kNm) |
| --- | --- |

3.6.3.

In the case of steered axles, the resistance to bending shall be verified by theoretical calculations or by a bending test. A horizontal, lateral static force shall be applied in the centre of the coupling point. The magnitude of this force shall be chosen so that a moment of 0,6 × Av × g (kNm) is exerted about the front axle centre. The permissible stresses shall be in accordance with paragraph 5.3 of ISO 7641/1: 1983.

However, in the case where the steered axles form a twin, tandem, axle front carriage (steered bogie) the moment shall be increased to 0,95 × Av × g (kNm)

| 3.7. | Fifth wheel couplings |
| --- | --- |

3.7.

Fifth wheel couplings

| 3.7.1. | The basic strength tests are a dynamic test and a static test (lifting test). Fifth wheel couplings intended for the positive steering of semitrailers shall be subject to an additional static test (bending test). For the purpose of the tests the fifth wheel coupling shall be equipped with all the fixings needed to attach it to the vehicle. The method of mounting shall be identical to that employed on the vehicle itself. It is not permissible to use a calculation method as an alternative to physical testing. |
| --- | --- |

3.7.1.

The basic strength tests are a dynamic test and a static test (lifting test). Fifth wheel couplings intended for the positive steering of semitrailers shall be subject to an additional static test (bending test). For the purpose of the tests the fifth wheel coupling shall be equipped with all the fixings needed to attach it to the vehicle. The method of mounting shall be identical to that employed on the vehicle itself. It is not permissible to use a calculation method as an alternative to physical testing.

| 3.7.2. | Static tests |
| --- | --- |

3.7.2.

Static tests

| 3.7.2.1. | Standard fifth wheel couplings designed for a steering wedge or similar device for the positive steering of semitrailers (see paragraph 2.7 of this Regulation) shall be tested for adequate strength by means of a static bending test within the working range of the steering device with the simultaneous application of fifth wheel load. The maximum permitted imposed vertical load, U, for the fifth wheel shall be applied vertically to the coupling in its operating position by means of a rigid plate of sufficient size to cover the coupling completely.
  The resultant of the applied load shall pass through the centre of the horizontal joint of the fifth wheel coupling.
  Simultaneously, a horizontal lateral force, representing the force needed for positive steering of the semitrailer, shall be applied to the flanks of the guide for the coupling pin. The magnitude of this force and the direction in which it acts shall be chosen so that a moment of 0,75m × D is exerted about the centre of the coupling pin by means of a force acting on a lever arm 0,5 m ± 0,1 m long. Permanent, plastic deformation up to 0,5 per cent of all nominal dimensions is permitted. There shall not be any cracking. |
| --- | --- |

3.7.2.1.

Standard fifth wheel couplings designed for a steering wedge or similar device for the positive steering of semitrailers (see paragraph 2.7 of this Regulation) shall be tested for adequate strength by means of a static bending test within the working range of the steering device with the simultaneous application of fifth wheel load. The maximum permitted imposed vertical load, U, for the fifth wheel shall be applied vertically to the coupling in its operating position by means of a rigid plate of sufficient size to cover the coupling completely.

The resultant of the applied load shall pass through the centre of the horizontal joint of the fifth wheel coupling.

Simultaneously, a horizontal lateral force, representing the force needed for positive steering of the semitrailer, shall be applied to the flanks of the guide for the coupling pin. The magnitude of this force and the direction in which it acts shall be chosen so that a moment of 0,75m × D is exerted about the centre of the coupling pin by means of a force acting on a lever arm 0,5 m ± 0,1 m long. Permanent, plastic deformation up to 0,5 per cent of all nominal dimensions is permitted. There shall not be any cracking.

| 3.7.2.2. | A static lifting test shall be performed on all fifth wheel couplings. Up to a lifting force of Fa = g.U there shall not be any major permanent bending of the coupling plate over more than 0,2 per cent of its width.
  In the case of Class G50 standard fifth wheel couplings and comparable couplings for the same coupling pin diameter, there shall not be any separation of the coupling pin from the coupling with a lifting force of Fa = g × 2,5 U. In the case of non‐standard couplings using a pin diameter greater than 50 mm, for example 90 mm pin diameter couplings, the lifting force shall be: Fa = g × 1,6 U with a minimum value of 500 kN.
  The force shall be applied by means of a lever bearing on the coupling plate at one end and being raised at the other end at a distance of 1,0 to 1,5 m from the centre of the coupling pin — see Figure 24.
  The lever arm shall be at 90o to the direction of entry of the coupling pin into the coupling. If the worst case is obvious, this worst case has to be tested. If the worst case is not easy to determine, the type approval authority or technical service shall decide which side to test. Only one test is necessary. |
| --- | --- |

3.7.2.2.

A static lifting test shall be performed on all fifth wheel couplings. Up to a lifting force of Fa = g.U there shall not be any major permanent bending of the coupling plate over more than 0,2 per cent of its width.

In the case of Class G50 standard fifth wheel couplings and comparable couplings for the same coupling pin diameter, there shall not be any separation of the coupling pin from the coupling with a lifting force of Fa = g × 2,5 U. In the case of non‐standard couplings using a pin diameter greater than 50 mm, for example 90 mm pin diameter couplings, the lifting force shall be: Fa = g × 1,6 U with a minimum value of 500 kN.

The force shall be applied by means of a lever bearing on the coupling plate at one end and being raised at the other end at a distance of 1,0 to 1,5 m from the centre of the coupling pin — see Figure 24.

The lever arm shall be at 90o to the direction of entry of the coupling pin into the coupling. If the worst case is obvious, this worst case has to be tested. If the worst case is not easy to determine, the type approval authority or technical service shall decide which side to test. Only one test is necessary.

Figure 24

Lifting test on fifth wheel couplings

Image

| 3.7.3. | Dynamic test
  The fifth wheel coupling shall be subjected to alternating stress on a test rig (asynchronous dynamic test) with horizontal alternating and vertical pulsating forces acting simultaneously. |
| --- | --- |

3.7.3.

Dynamic test

The fifth wheel coupling shall be subjected to alternating stress on a test rig (asynchronous dynamic test) with horizontal alternating and vertical pulsating forces acting simultaneously.

| 3.7.3.1. | In the case of fifth wheel couplings not intended for the positive steering of semitrailers, the following forces shall be used:






  Horizontal: | Fhw = ±0,6 × D |
| --- | --- | --- |
| Vertical: | Fso = g × 1,2 U
  Fsu = g × 0,4 U |

3.7.3.1.

In the case of fifth wheel couplings not intended for the positive steering of semitrailers, the following forces shall be used:

Horizontal:

Fhw = ±0,6 × D

Vertical:

Fso = g × 1,2 U

Fsu = g × 0,4 U

These two forces shall be applied in the longitudinal median plane of the vehicle with the lines of action of both forces Fso and Fsu passing through the centre of the joint of the coupling.

The vertical force Fs alternates between the limits +g × 1,2 U and +g × 0,4 U and the horizontal force between ±0,6 D.

| 3.7.3.2. | In the case of fifth wheel couplings intended for the positive steering of semitrailers the following forces shall be used:
  Horizontal: Fhw = ±0,675 D
  Vertical: Fso and Fsu as in paragraph 3.7.3.1.
  The lines of action of the forces are as given in paragraph 3.7.3.1. |
| --- | --- |

3.7.3.2.

In the case of fifth wheel couplings intended for the positive steering of semitrailers the following forces shall be used:

Horizontal: Fhw = ±0,675 D

Vertical: Fso and Fsu as in paragraph 3.7.3.1.

The lines of action of the forces are as given in paragraph 3.7.3.1.

| 3.7.3.3. | For the dynamic test of fifth wheel couplings, a suitable lubricating material shall be placed between the coupling plate and the trailer plate so that the maximum coefficient of friction, μ ≤ 0,15. |
| --- | --- |

3.7.3.3.

For the dynamic test of fifth wheel couplings, a suitable lubricating material shall be placed between the coupling plate and the trailer plate so that the maximum coefficient of friction, μ ≤ 0,15.

| 3.8. | Mounting plates for fifth wheel couplings
  The dynamic test for fifth wheel couplings described in paragraph 3.7.3 and the static tests described in paragraph 3.7.2 shall also be applied to mounting plates. With mounting plates, it is sufficient to perform the lifting test on one side only. The test shall be based on the maximum designated installation height for the coupling, the maximum designated width and the minimum designated length of the mounting plate design. It is not necessary to carry out this test if the mounting plate in question is identical to one which has already undergone this test except that it is narrower and/or longer and the total height is lower. It is not permissible to use a calculation method as an alternative to physical testing. |
| --- | --- |

3.8.

Mounting plates for fifth wheel couplings

The dynamic test for fifth wheel couplings described in paragraph 3.7.3 and the static tests described in paragraph 3.7.2 shall also be applied to mounting plates. With mounting plates, it is sufficient to perform the lifting test on one side only. The test shall be based on the maximum designated installation height for the coupling, the maximum designated width and the minimum designated length of the mounting plate design. It is not necessary to carry out this test if the mounting plate in question is identical to one which has already undergone this test except that it is narrower and/or longer and the total height is lower. It is not permissible to use a calculation method as an alternative to physical testing.

| 3.9. | Fifth wheel coupling pins of semitrailers |
| --- | --- |

3.9.

Fifth wheel coupling pins of semitrailers

| 3.9.1. | A dynamic test with alternating stress shall be performed on a sample mounted on a test rig. The testing of the coupling pin shall not be combined with the testing of the fifth wheel coupling. The test shall be conducted so that the force is also applied to the fixings needed for attaching the coupling pin to the semitrailer. It is not permissible to use a calculation method as an alternative to physical testing. |
| --- | --- |

3.9.1.

A dynamic test with alternating stress shall be performed on a sample mounted on a test rig. The testing of the coupling pin shall not be combined with the testing of the fifth wheel coupling. The test shall be conducted so that the force is also applied to the fixings needed for attaching the coupling pin to the semitrailer. It is not permissible to use a calculation method as an alternative to physical testing.

| 3.9.2. | A dynamic test with an alternating horizontal force of Fhw = ±0,6 D shall be applied to the coupling pin in the operating position.
  The line of action of the force shall pass through the centre of the smallest diameter of the cylindrical part of the coupling pin having a diameter of 50,8 mm for Class H50 (see annex 5, Figure 18). |
| --- | --- |

3.9.2.

A dynamic test with an alternating horizontal force of Fhw = ±0,6 D shall be applied to the coupling pin in the operating position.

The line of action of the force shall pass through the centre of the smallest diameter of the cylindrical part of the coupling pin having a diameter of 50,8 mm for Class H50 (see annex 5, Figure 18).

ANNEX 7

INSTALLATION AND SPECIAL REQUIREMENTS

1.   INSTALLATION AND SPECIAL REQUIREMENTS

| 1.1. | Attachment of coupling balls and towing brackets |
| --- | --- |

1.1.

Attachment of coupling balls and towing brackets

| 1.1.1. | Coupling balls and towing brackets shall be attached to vehicles of categories M1, M2 (below 3,5 t maximum permissible mass) and N1
   (1) in a manner which conforms to the clearance and height dimensions given in Figure 25. The height shall be measured at the vehicle loading conditions given in appendix 1 to this annex.
  The height requirement shall not apply in the case of category G off‐road vehicles as defined in annex 7 of the Consolidated Resolution on the Construction of Vehicles (R.E.3)(document TRANS/WP.29/78/Rev.1/Amend.2). |
| --- | --- |

1.1.1.

Coupling balls and towing brackets shall be attached to vehicles of categories M1, M2 (below 3,5 t maximum permissible mass) and N1
   (1) in a manner which conforms to the clearance and height dimensions given in Figure 25. The height shall be measured at the vehicle loading conditions given in appendix 1 to this annex.

The height requirement shall not apply in the case of category G off‐road vehicles as defined in annex 7 of the Consolidated Resolution on the Construction of Vehicles (R.E.3)(document TRANS/WP.29/78/Rev.1/Amend.2).

| 1.1.1.1. | The clearance space shown in Figures 25a and 25b may be occupied by non‐demountable equipment, such as a spare wheel, provided that the distance from the centre of the ball to a vertical plane at the extreme rearmost point of the equipment does not exceed 300 mm. The equipment shall be mounted to allow adequate access for coupling and uncoupling without risk of injury to the user and without affecting articulation of the coupling. |
| --- | --- |

1.1.1.1.

The clearance space shown in Figures 25a and 25b may be occupied by non‐demountable equipment, such as a spare wheel, provided that the distance from the centre of the ball to a vertical plane at the extreme rearmost point of the equipment does not exceed 300 mm. The equipment shall be mounted to allow adequate access for coupling and uncoupling without risk of injury to the user and without affecting articulation of the coupling.

| 1.1.2. | For coupling balls and towing brackets the vehicle manufacturer shall supply mounting instructions and state whether any reinforcement of the fixing area is necessary. |
| --- | --- |

1.1.2.

For coupling balls and towing brackets the vehicle manufacturer shall supply mounting instructions and state whether any reinforcement of the fixing area is necessary.

| 1.1.3. | It shall be possible to couple and uncouple ball couplings when the longitudinal axis of the ball coupling in relation to the centre line of the coupling ball and mounting:
  is rotated horizontally 60o to right or left, (β = 60o, see Figure 25);
  is rotated vertically 10o up or down (α = 10o, see Figure 25);
  is rotated axially 10o to right or left. |
| --- | --- |

1.1.3.

It shall be possible to couple and uncouple ball couplings when the longitudinal axis of the ball coupling in relation to the centre line of the coupling ball and mounting:

is rotated horizontally 60o to right or left, (β = 60o, see Figure 25);

is rotated vertically 10o up or down (α = 10o, see Figure 25);

is rotated axially 10o to right or left.

Figure 25(a)

Clearance space for, and height of, coupling ball — side view

Image

Figure 25(b)

Clearance space for coupling ball — plan view

Image

| 1.1.4. | When the trailer is not coupled to the towing vehicle, the mounted towing bracket and coupling ball shall not obscure the mounting space provided for the rear registration plate or affect the visibility of the rear registration/licence plate of the towing vehicle. If the coupling ball or other items do obscure the rear registration plate they shall be removable or repositionable without the use of tools except, for example, an easily operated (i.e. an effort not exceeding 20 Nm) release key which is carried in the vehicle. |
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1.1.4.

When the trailer is not coupled to the towing vehicle, the mounted towing bracket and coupling ball shall not obscure the mounting space provided for the rear registration plate or affect the visibility of the rear registration/licence plate of the towing vehicle. If the coupling ball or other items do obscure the rear registration plate they shall be removable or repositionable without the use of tools except, for example, an easily operated (i.e. an effort not exceeding 20 Nm) release key which is carried in the vehicle.

| 1.2. | Attachment of coupling heads |
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1.2.

Attachment of coupling heads

| 1.2.1. | Class B coupling heads are permitted for trailers of maximum mass up to and including 3,5 tonnes. With the trailer horizontal and carrying the maximum permitted axle load, coupling heads shall be fitted so that the centre line of the spherical area into which the ball fits is 430 ±35 mm above the horizontal plane on which the wheels of the trailer rest.
  In the case of caravans and goods trailers, the horizontal position is regarded as when the floor or loading surface is horizontal. In the case of trailers without such a reference surface (e.g. boat trailers or similar) the trailer manufacturer shall give an appropriate reference line defining the horizontal position. The height requirement shall apply only to trailers intended to be attached to vehicles mentioned in paragraph 1.1.1. of this annex.
  In all cases the horizontal position shall be determined to within ±1o. |
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1.2.1.

Class B coupling heads are permitted for trailers of maximum mass up to and including 3,5 tonnes. With the trailer horizontal and carrying the maximum permitted axle load, coupling heads shall be fitted so that the centre line of the spherical area into which the ball fits is 430 ±35 mm above the horizontal plane on which the wheels of the trailer rest.

In the case of caravans and goods trailers, the horizontal position is regarded as when the floor or loading surface is horizontal. In the case of trailers without such a reference surface (e.g. boat trailers or similar) the trailer manufacturer shall give an appropriate reference line defining the horizontal position. The height requirement shall apply only to trailers intended to be attached to vehicles mentioned in paragraph 1.1.1. of this annex.

In all cases the horizontal position shall be determined to within ±1o.

| 1.2.2. | It shall be possible to operate the coupling heads safely within the free space of the coupling ball given in Figures 25a and 25b, up to angles of α = 25o and β = 60o. |
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1.2.2.

It shall be possible to operate the coupling heads safely within the free space of the coupling ball given in Figures 25a and 25b, up to angles of α = 25o and β = 60o.

| 1.3. | Attachment of drawbar couplings and mounting blocks |
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1.3.

Attachment of drawbar couplings and mounting blocks

| 1.3.1. | Mounting dimensions for standard drawbar couplings:
  In the case of types of standard drawbar couplings the mounting dimensions on the vehicle given in Figure 15 and Table 10 must be met. |
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1.3.1.

Mounting dimensions for standard drawbar couplings:

In the case of types of standard drawbar couplings the mounting dimensions on the vehicle given in Figure 15 and Table 10 must be met.

| 1.3.2. | Need for remote controlled couplings
  If one or more of the following requirements regarding easy and safe operation (paragraph 1.3.3.), accessibility (paragraph 1.3.5.) or clearance for the hand lever (paragraph 1.3.6.) cannot be met, a coupling with a remote control device as described in annex 5, paragraph 12.3. shall be used. |
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1.3.2.

Need for remote controlled couplings

If one or more of the following requirements regarding easy and safe operation (paragraph 1.3.3.), accessibility (paragraph 1.3.5.) or clearance for the hand lever (paragraph 1.3.6.) cannot be met, a coupling with a remote control device as described in annex 5, paragraph 12.3. shall be used.

| 1.3.3. | Easy and safe coupling operation
  Drawbar couplings shall be mounted on the vehicle in such a manner that they are easy and safe to operate.
  In addition to the functions of opening (and closing, if applicable) this also includes checking the position of the indicator for the closed and locked positions of the coupling pin (by sight and touch).
  In the area in which the person operating the coupling has to stand, there shall not be any points of possible danger such as sharp edges, corners, etc. inherent in the design unless these are protected so that injury is unlikely.
  The way of escape from this area shall not be restricted or barred on either side by any objects attached to either the coupling or the vehicles.
  Any underrun protection device shall not prevent the person adopting a suitable position to operate the coupling. |
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1.3.3.

Easy and safe coupling operation

Drawbar couplings shall be mounted on the vehicle in such a manner that they are easy and safe to operate.

In addition to the functions of opening (and closing, if applicable) this also includes checking the position of the indicator for the closed and locked positions of the coupling pin (by sight and touch).

In the area in which the person operating the coupling has to stand, there shall not be any points of possible danger such as sharp edges, corners, etc. inherent in the design unless these are protected so that injury is unlikely.

The way of escape from this area shall not be restricted or barred on either side by any objects attached to either the coupling or the vehicles.

Any underrun protection device shall not prevent the person adopting a suitable position to operate the coupling.

| 1.3.4. | Minimum angle for coupling up and uncoupling
  Coupling and uncoupling of the drawbar eye shall be possible when the longitudinal axis of the drawbar eye in relation to the centre line of the jaw is simultaneously rotated:
  50o horizontally to right or left;
  6o vertically up or down.
  6o axially to right or left.
  This requirement shall also apply to Class K hook type couplings. |
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1.3.4.

Minimum angle for coupling up and uncoupling

Coupling and uncoupling of the drawbar eye shall be possible when the longitudinal axis of the drawbar eye in relation to the centre line of the jaw is simultaneously rotated:

50o horizontally to right or left;

6o vertically up or down.

6o axially to right or left.

This requirement shall also apply to Class K hook type couplings.

| 1.3.5. | Accessibility
  The distance between the centre of the coupling pin and the edge of the bodywork of the vehicle shall not exceed 550 mm. Where the distance exceeds 420 mm, the coupling shall be fitted with an actuation mechanism which will allow safe operation at a maximum distance of 420 mm from the outer board of the bodywork.
  The distance of 550 mm may be exceeded as follows, provided that technical necessity can be demonstrated and that easy and safe actuation of the drawbar coupling is not adversely affected:






  (i) | to a distance of up to 650 mm for vehicles with tipping bodies or rear‐mounted equipment; |
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1.3.5.

Accessibility

The distance between the centre of the coupling pin and the edge of the bodywork of the vehicle shall not exceed 550 mm. Where the distance exceeds 420 mm, the coupling shall be fitted with an actuation mechanism which will allow safe operation at a maximum distance of 420 mm from the outer board of the bodywork.

The distance of 550 mm may be exceeded as follows, provided that technical necessity can be demonstrated and that easy and safe actuation of the drawbar coupling is not adversely affected:

(i)

to a distance of up to 650 mm for vehicles with tipping bodies or rear‐mounted equipment;

| (ii) | to a distance of up to 1,320 mm if the unobstructed height is at least 1,150 mm; |
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(ii)

to a distance of up to 1,320 mm if the unobstructed height is at least 1,150 mm;

| (iii) | in the case of car transporters with at least two loading levels when the trailer vehicle is not separated from the towing vehicle in normal transport operation. |
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(iii)

in the case of car transporters with at least two loading levels when the trailer vehicle is not separated from the towing vehicle in normal transport operation.

| 1.3.6. | Clearance for the hand lever
  In order to permit safe operation of drawbar couplings there shall be adequate free space around the hand lever.
  The clearance illustrated in Figure 26 is regarded as sufficient.
  If different types of standard drawbar couplings are intended to be fitted to the vehicle, the clearance shall be such that the conditions are also satisfied for the largest size of coupling of the appropriate class given in annex 5, paragraph 3. |
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1.3.6.

Clearance for the hand lever

In order to permit safe operation of drawbar couplings there shall be adequate free space around the hand lever.

The clearance illustrated in Figure 26 is regarded as sufficient.

If different types of standard drawbar couplings are intended to be fitted to the vehicle, the clearance shall be such that the conditions are also satisfied for the largest size of coupling of the appropriate class given in annex 5, paragraph 3.

Figure 26

Hand lever clearance

Image

The clearance dimensions are also applicable as appropriate for drawbar couplings having hand levers pointing downwards or of a different design.

The clearance shall also be maintained within the specified minimum angle for coupling up and uncoupling given in paragraph 1.3.4 of this annex.

| 1.3.7. | Clearance for free movement of drawbar coupling
  The drawbar coupling attached to the vehicle shall have a minimum clear gap of 10 mm from every other part of the vehicle taking into account all possible geometrical positions given in annex 5, paragraph 3.
  If different types of standard drawbar couplings are intended to be fitted to the vehicle type, the clearance shall be such that the conditions are also satisfied for the largest possible coupling of the appropriate class stated in annex 5, paragraph 3. |
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1.3.7.

Clearance for free movement of drawbar coupling

The drawbar coupling attached to the vehicle shall have a minimum clear gap of 10 mm from every other part of the vehicle taking into account all possible geometrical positions given in annex 5, paragraph 3.

If different types of standard drawbar couplings are intended to be fitted to the vehicle type, the clearance shall be such that the conditions are also satisfied for the largest possible coupling of the appropriate class stated in annex 5, paragraph 3.

| 1.3.8. | Acceptability of drawbar couplings with a special joint for vertical rotation — see annex 5, paragraph 3.4.
  Couplings having a cylindrical pin and which achieve vertical rotation for the coupled drawbar eye by means of a special joint will only be permitted when technical necessity can be demonstrated. This may be the case, for example, on rear tippers when the coupling head shall be hinged, or with the couplings of heavy transporters when for strength reasons the use of a cylindrical coupling pin is necessary. |
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1.3.8.

Acceptability of drawbar couplings with a special joint for vertical rotation — see annex 5, paragraph 3.4.

Couplings having a cylindrical pin and which achieve vertical rotation for the coupled drawbar eye by means of a special joint will only be permitted when technical necessity can be demonstrated. This may be the case, for example, on rear tippers when the coupling head shall be hinged, or with the couplings of heavy transporters when for strength reasons the use of a cylindrical coupling pin is necessary.

| 1.4. | Attachment of drawbar eyes and drawbars on trailers. |
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1.4.

Attachment of drawbar eyes and drawbars on trailers.

| 1.4.1. | Drawbars for centre axle trailers shall have a support device which is adjustable in height if bearing mass at the drawbar eye on the trailer exceeds 50 kg, when the trailer is uniformly loaded to its technically permissible maximum mass. |
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1.4.1.

Drawbars for centre axle trailers shall have a support device which is adjustable in height if bearing mass at the drawbar eye on the trailer exceeds 50 kg, when the trailer is uniformly loaded to its technically permissible maximum mass.

| 1.4.2. | When attaching drawbar eyes and drawbar to centre‐axle trailers with a maximum mass, C, of more than 3,5 tonnes and more than one axle, the trailers shall be equipped with device for axle load sharing. |
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1.4.2.

When attaching drawbar eyes and drawbar to centre‐axle trailers with a maximum mass, C, of more than 3,5 tonnes and more than one axle, the trailers shall be equipped with device for axle load sharing.

| 1.4.3. | Hinged drawbars shall be clear of the ground. They shall not fall below a height of 200 mm from the ground when released from the horizontal position. See also annex 5, paragraphs 5.3 and 5.4. |
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1.4.3.

Hinged drawbars shall be clear of the ground. They shall not fall below a height of 200 mm from the ground when released from the horizontal position. See also annex 5, paragraphs 5.3 and 5.4.

| 1.5. | Attachment of fifth wheel couplings, mounting plates and coupling pins on vehicles. |
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1.5.

Attachment of fifth wheel couplings, mounting plates and coupling pins on vehicles.

| 1.5.1. | Class G50 fifth wheel couplings shall not be mounted directly on the vehicle frame unless permitted by the vehicle manufacturer. They shall be fixed to the frame by means of a mounting plate and the installation instructions provided by the vehicle manufacturer and coupling manufacturer shall be followed. |
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1.5.1.

Class G50 fifth wheel couplings shall not be mounted directly on the vehicle frame unless permitted by the vehicle manufacturer. They shall be fixed to the frame by means of a mounting plate and the installation instructions provided by the vehicle manufacturer and coupling manufacturer shall be followed.

| 1.5.2. | Semitrailers shall be equipped with landing gear or any other equipment which allows uncoupling and parking of the semitrailer. If semitrailers are equipped so that the connection of the coupling devices, the electrical systems and braking systems can be effected automatically, the trailer shall have landing gear which retracts from the ground automatically after the semitrailer has been coupled up.
  These requirements shall not apply in the case of semitrailers designed for special operations where they are normally only separated in a workshop or when loading and unloading in specifically designed operating areas. |
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1.5.2.

Semitrailers shall be equipped with landing gear or any other equipment which allows uncoupling and parking of the semitrailer. If semitrailers are equipped so that the connection of the coupling devices, the electrical systems and braking systems can be effected automatically, the trailer shall have landing gear which retracts from the ground automatically after the semitrailer has been coupled up.

These requirements shall not apply in the case of semitrailers designed for special operations where they are normally only separated in a workshop or when loading and unloading in specifically designed operating areas.

| 1.5.3. | The fixing of the fifth wheel coupling pin to the mounting plate on the semitrailer shall be as instructed by the vehicle manufacturer or the manufacturer of the fifth wheel coupling pin. |
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1.5.3.

The fixing of the fifth wheel coupling pin to the mounting plate on the semitrailer shall be as instructed by the vehicle manufacturer or the manufacturer of the fifth wheel coupling pin.

| 1.5.4. | If a semitrailer is equipped with a steering wedge it shall meet the requirements as described in annex 5, paragraph 7.8. |
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1.5.4.

If a semitrailer is equipped with a steering wedge it shall meet the requirements as described in annex 5, paragraph 7.8.

2.   REMOTE INDICATION AND CONTROL

| 2.1. | When installing remote indication and control devices any relevant requirements given in annex 5, paragraph 12 shall be taken into account. |
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2.1.

When installing remote indication and control devices any relevant requirements given in annex 5, paragraph 12 shall be taken into account.

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(1)  See definitions in Regulation No 13 annexed to the 1958 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 these Prescriptions. The definition is also contained in annex 7 of the Consolidated Resolution on the Construction of Vehicles (R.E.3) (document TRANS/WP.29/78/Rev.1/Amend.2).

ANNEX 7

Appendix 1

LOADING CONDITIONS FOR MEASUREMENT OF COUPLING BALL HEIGHT

| 1. | The height shall be as specified in annex 7, paragraph 1.1.1. |
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1.

The height shall be as specified in annex 7, paragraph 1.1.1.

| 2. | In the case of M1 category vehicles (1) the vehicle mass at which this height shall be measured shall be declared by the vehicle manufacturer and shall be given in the Communication form (annex 2). The mass shall be either the maximum permissible mass, distributed between the axles as declared by the vehicle manufacturer or the mass given by loading the vehicle in accordance with paragraph 2.1 of this appendix. |
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2.

In the case of M1 category vehicles (1) the vehicle mass at which this height shall be measured shall be declared by the vehicle manufacturer and shall be given in the Communication form (annex 2). The mass shall be either the maximum permissible mass, distributed between the axles as declared by the vehicle manufacturer or the mass given by loading the vehicle in accordance with paragraph 2.1 of this appendix.

| 2.1. | The maximum figure for the mass in running order as declared by the towing vehicle manufacturer (see paragraph 6. of the Communication form, annex 2); plus |
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2.1.

The maximum figure for the mass in running order as declared by the towing vehicle manufacturer (see paragraph 6. of the Communication form, annex 2); plus

| 2.1.1. | two masses, each of 68 kg, positioned in the outer seating position of each row of seats, with the seats in the rearmost adjustable position for normal driving and travel, and with the masses located: |
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2.1.1.

two masses, each of 68 kg, positioned in the outer seating position of each row of seats, with the seats in the rearmost adjustable position for normal driving and travel, and with the masses located:

| 2.1.1.1. | for original equipment coupling devices and components submitted for approval by the vehicle manufacturer, approximately at a point located at 100 mm in front of the “R” point for adjustable seats and 50 mm in front of the “R” point for other seats, the “R” point being determined according to Regulation No 14 paragraph 5.1.1.2.; or |
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2.1.1.1.

for original equipment coupling devices and components submitted for approval by the vehicle manufacturer, approximately at a point located at 100 mm in front of the “R” point for adjustable seats and 50 mm in front of the “R” point for other seats, the “R” point being determined according to Regulation No 14 paragraph 5.1.1.2.; or

| 2.1.1.2. | for coupling devices and components submitted for approval by an independent manufacturer and intended for replacement market fitting, approximately at the position of a seated person; |
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2.1.1.2.

for coupling devices and components submitted for approval by an independent manufacturer and intended for replacement market fitting, approximately at the position of a seated person;

| 2.1.2. | In addition, for each mass of 68 kg, an additional mass of 7 kg allowance for personal luggage shall be distributed evenly in the luggage area of the vehicle; |
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2.1.2.

In addition, for each mass of 68 kg, an additional mass of 7 kg allowance for personal luggage shall be distributed evenly in the luggage area of the vehicle;

| 3. | In the case of N1 category vehicles (2), the vehicle mass at which this height shall be measured shall be: |
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3.

In the case of N1 category vehicles (2), the vehicle mass at which this height shall be measured shall be:

| 3.1. | The maximum permissible mass, distributed between the axles as declared by the towing vehicle manufacturer (see paragraph 6. of the Communication form, annex 2). |
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3.1.

The maximum permissible mass, distributed between the axles as declared by the towing vehicle manufacturer (see paragraph 6. of the Communication form, annex 2).

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(1)  As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3), annex 7 (Document TRANS/WP.29/78/Rev.1/Amend.2).

(2)  As defined in the Consolidated Resolution on the Construction of Vehicles (R.E.3), annex 7 (Document TRANS/WP.29/78/Rev.1/Amend.2).

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Berigtigelser

| 4.7.2006 | DA | Den Europæiske Unions Tidende | L 181/111 |
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4.7.2006

DA

Den Europæiske Unions Tidende

L 181/111

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Berigtigelse til Rådets forordning (EF) nr. 1175/2005 af 18. juli 2005 om indførelse af en endelig antidumpingtold og endelig opkrævning af den midlertidige told på importen af bariumcarbonat med oprindelse i Folkerepublikken Kina

(Den Europæiske Unions Tidende
  L 189 af 21. juli 2005
  )

Side 17, betragtning 20, side 21, betragtning 47, og side 22, artikel 1, stk. 2:

I stedet for:

»Zaozhuang Yongli Chemical Co.«

læses:

»Zaozhuang Yongli Chemical Co. Ltd.«

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