1971L0320 — EN — 24.10.2002 — 009.001 — 1
This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents
►B COUNCILDIRECTIVE
of26July1971
ontheapproximationofthelawsoftheMember Statesrelating tothebrakingdevicesofcertain
categories ofmotorvehiclesandoftheirtrailers
(71/320/EEC)
(OJ L 202, 6.9.1971, p. 37)
Amended by:
Official Journal
No page date
►M1Commission Directive 74/132/EEC of 11 February 1974 L 74 7 19.3.1974
►M2Commission Directive 75/524/EEC of 25 July 1975 L 236 3 8.9.1975
►M3Commission Directive 79/489/EEC of 18 April 1979 L 128 12 26.5.1979
►M4Commission Directive 85/647/EEC of 23 December 1985 L 380 1 31.12.1985
►M5Commission Directive 88/194/EEC of 24 March1988 L 92 47 9.4.1988
►M6Commission Directive 91/422/EEC of 15 July 1991 L 233 21 22.8.1991
►M7Commission Directive 98/12/EC of 27 January 1998 L 81 1 18.3.1998
►M8Commission Directive 2002/78/EC of 1 October 2002 L 267 23 4.10.2002
Amended by:
►A1Act of Accession of Denmark, Ireland and the United Kingdom of Great
Britain and Northern IrelandL 73 14 27.3.1972
Corrected by:
►C1Consolidated text of corrigenda to instruments published in Special
Editions 1952-72, p. 96 (71/320/EEC)
►C2Corrigendum, OJ L 247, 23.9.1975, p. 36 (75/524/EEC)
►C3Corrigendum, OJ L 275, 2.10.1991, p. 36 (91/422/EEC)
▼B
COUNCILDIRECTIVE
of26July1971
on the approximationof the lawsofthe Member States relating to
the braking devices of certain categories of motor vehicles and of
theirtrailers
(71/320/EEC)
THE COUNCIL OF THE EUROPEAN COMMUNITIES,
Having regard to the Treaty establishing the European Economic
Community, and in particular Article 100 thereof;
Having regard to the proposal from the Commission;Having regard to the Opinion of the European Parliament (
1);
Having regard to the Opinion of the Economic and Social
Committee (2);
Whereas the technical requirements which motor vehicles must satisfy
pursuant to national laws relate, inter alia , to the braking devices of
certain categories of motor vehicles and of their trailers;
Whereas those requirements differ from one Member State to another;
whereas it is therefore necessary that all Member States adopt the samerequirements either in addition to or instead of their existing rules, inorder, in particular, to allow the EEC type approval procedure which
was the subject of the Council Directive of 6 February 1970 on the
approximation of the laws of the Member States relating to the typeapproval of motor vehicles and their trailers to be applied in respectof eachtype of veh icle (
3);
Whereas the harmonised requirements must ensure road safety
throughout the whole Community;
HAS ADOPTED THIS DIRECTIVE:
Article 1
1. For the purposes of this Directive, ‘vehicle’ means any vehicle as
defined in Article 2 of Directive 70/156/EEC.
Vehicle categories are defined in Annex IIA to Directive 70/156/EEC.
2. Articulated category M vehicles made up of two non-separable
but articulated units shall be considered to be single vehicles.
►M73.◄In the case of category N vehicles, the equipment and
fittings of certain special vehicles not intended for the carriage ofpassengers (such as crane vehicles, workshop vehicles, publicity vehi-cles) shall be considered to be goods.1971L0320 — EN — 24.10.2002 — 009.001 — 2
(1) OJ No C 160, 18.12.1969, p. 7.
(2) OJ No C 100, 1.8.1969, p. 13.
(3) OJ No L 42, 23.2.1970, p. 1.▼M7
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Article 2
No Member State may refuse to grant EEC type-approval or national
type-approval of a vehicle on grounds relating to its braking device if
that vehicle is fitted with the devices specified in ►M7the relevant
Annexes ◄and if these devices satisfy the requirements set out
therein.
Article 2a
No Member State may refuse or prohibit the sale, registration, entry
into service or use of a vehicle on grounds relating to its brakingdevices if that vehicle is equipped with the braking devices specified
in►
M7the relevant Annexes ◄and if suchbraking devices satisfy
the requirements set out therein.
Article 3
The Member State which has granted type approval shall take the
necessary measures to ensure that it is informed of any modificationto a component or characteristic mentioned in item 1.1 of Annex I.The competent authorities of that State shall decide whether the modi-
fied prototype should be submitted to fresh tests and whether a fresh
report should be drawn up thereon. If such tests reveal failure tocomply with the requirements of this Directive, the modification shallnot be authorised.
Article 4
Pending the entry into force of a separate Directive on the definition of
an ‘urban bus’, such vehicles shall continue to be submitted to theType II A test described in Annex II where their maximum weight
exceeds 10 metric tons.
Article 5
The amendments necessary for adjusting the requirements of the
Annexes so as to take account of technical progress shall be adopted
in accordance withth e procedure laid down in Article 13 of►
M7Council Directive 70/156/EEC ◄on the type approval of
motor vehicles and their trailers.
Article 6
1. Member States shall put into force the provisions containing the
requirements needed in order to comply with this Directive withineighteen months of its notification and shall forthwith inform the
Commission thereof.
2. Witheffect from 1 October 1974, th e provisions of item 2.2.1.4
of Annex I shall also apply to vehicles other than those in categoryM
3or category N3.
3. Member States shall ensure that the texts of the main provisions
of national law which they adopt in the field covered by this Directiveare communicated to the Commission.
Article 7
This Directive is addressed to the Member States.1971L0320 — EN — 24.10.2002 — 009.001 — 3
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LISTOFANNEXES
Annex I Definitions, construction and fitting requirements, appli-
cation for EC type-approval, granting of EC type-
approval, modifications of type and amendments to
approvals, conformity of production
Annex II Braking tests and performance of braking systems
Appendix: Distribution of braking effort among
vehicle axles
Annex III Method of measuring the reaction time for vehicles with
compressed-air braking systems
Appendix: Example of a simulator
Annex IV Energy reservoirs and sources of energy
A: Compressed-air braking systemsB: Vacuum braking systems
C: Hydraulic braking systems withstored energy
Annex V Spring brakesAnnex VI Parking braking by mechanical locking of the brake
cylinders (lock actuators)
Annex VII Cases in which Type I and/or II or IIA or Type III tests
do not have to be carried out on a vehicle submitted for
type-approval
Appendix 1: Alternative procedures for Type I and
Type III tests for trailer brakes
Appendix 2: Model reference axle test report form
Annex VIII Conditions governing the testing of vehicles with inertia
(overrun) braking systems
Appendix 1: Explanatory diagrams
Appendix 2: Test report on the control device
Appendix 3: Test report on the brake
Appendix 4: Test report on the compatibility of the
control device, the transmission and the
brakes
Annex IX Type-approval documentation
Appendix 1: Type-approval certificate
Appendix 2: Test report
Appendix 3: List of vehicle data for the purpose of
approvals pursuant to Annex XV
Annex X Test conditions for vehicles with anti-lock braking
systems
Appendix 1: Symbols and definitions
Appendix 2: Utilisation of adhesion
Appendix 3: Performance on differing adhesion
surfaces
Appendix 4: Method of selection of the low-adhesion
surface
Annex XI Test conditions for trailers withelectrical braking
systems
Appendix: Compatibility diagram1971L0320 — EN — 24.10.2002 — 009.001 — 4
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Annex XII Inertia dynamometer test method for brake linings
Annex XIII Braking and deviation test for vehicles with temporary-
use spare wheels/tyres
Annex XIV Alternative procedure for testing trailer anti-lock braking
systems
Appendix 1: Trailer anti-lock braking system
approval report
Appendix 2: Symbols and definitions
Annex XV Type-approval of replacement brake lining assemblies as
separate technical units
Appendix 1: Arrangements of the approval mark and
approval data
Appendix 2: Requirements for replacement brake
lining assemblies for vehicles of cate-
gories M1,M2and N1
Appendix 3: Requirements for replacement brake
lining assemblies for vehicles of cate-
gories O1and O2
Appendix 4: Determination of friction behaviour by
machine testing
Annex XVI EC type-approval certificate (separate technical units)
Annex XVII Information document for replacement brake lining
assemblies
Annex XVIII Information document for motor vehiclesAnnex XIX Information document for trailers1971L0320 — EN — 24.10.2002 — 009.001 — 5
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ANNEX I
Definitions, construction andfitting requirements, application for EC type-
approval, granting of EC type-approval, modifications of type and amend-
mentstoapprovals,conformityofproduction
1. DEFINITIONS
For the purpose of this Directive:
1.1. ‘Type of vehicle with respect to the braking equipment’
means vehicles which do not differ significantly in such essential
respects as:
1.1.1. In the case of motor vehicles1.1.1.1. the vehicle category, as defined in Article 1 of this Directive
1.1.1.2. the maximum mass, as defined in point 1.14
1.1.1.3. the distribution of mass among the axles1.1.1.4. the maximum design speed1.1.1.5. a different type of braking equipment withparticular reference to
the presence or otherwise of equipment for braking a trailer
1.1.1.6. the number and arrangement of the axles1.1.1.7. the engine type1.1.1.8. the number and ratios of gears
1.1.1.9. ratio(s) of rear drive axle(s)
1.1.1.10. the tyre dimensions1.1.2. In the case of trailers1.1.2.1. the vehicle category, as defined in Article 1 of this Directive
1.1.2.2. the maximum mass, as defined in point 1.14
1.1.2.3. the distribution of mass among the axles1.1.2.4. a different type of braking equipment1.1.2.5. the number and arrangement of the axles
1.1.2.6. the tyre dimensions.
1.2. ‘Braking system’
means the combination of parts whose function is progressively
to reduce the speed of a moving vehicle or to bring it to a halt,
or to keep it stationary if it has already halted. These functions
are specified in point 2.1.2. The equipment shall consist of the
brake control, the transmission and the brake proper.
1.3. ‘Graduated braking’
means braking during which, within the normal range of opera-
tion of the equipment, during either the application or the
releasing of the brakes,
— the driver can, at any time, increase or reduce the braking
force through action of the control,
— the braking force acts in the same direction as the action on
the control (monotonic function),
— it shall be easily possible to make a sufficiently fine adjust-
ment to the braking force.
1.4. ‘Control’
means the part actuated directly by the driver (or in the case of
some trailers, by an assistant) to supply to the transmission the
energy required for braking or controlling it. This energy may
be the muscular energy of the driver, or energy from another
source controlled by the driver, or in appropriate cases the kinetic
energy of a trailer, or a combination of these various kinds of
energy.
1.5. ‘Transmission’1971L0320 — EN — 24.10.2002 — 009.001 — 6
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means the combination of components situated between the
control and the brake and connecting the two operationally. The
transmission may be mechanical, hydraulic, pneumatic, electrical,
or mixed. Where the braking power is derived from or assisted by
a source of energy independent of the driver but controlled by
him, the reserve of energy in the device shall likewise be
regarded as part of the transmission.
1.6. ‘Brake’means the part in which the forces opposing the move-
ment of the vehicle develop. It may be a friction brake (when
the forces are generated by the friction between two parts of the
vehicle moving relatively to one another); an electrical brake
(when the forces are generated by electromagnetic action between
two parts of the vehicle moving relatively to but not in contact
with one another); a fluid brake (when the forces are generated
by the action of a fluid situated between two parts of the vehicle
moving relatively to one another); or an engine brake (when the
forces are derived from a controlled increase in the braking action
of the engine transmitted to the wheels).
1.7. ‘Diffent types of braking equipment’
means equipment which differs in such essential respects as:
1.7.1. components having different characteristics
1.7.2. a component made of materials having different characteristics or
a component different in shape or size
1.7.3. a different assembly of the components.
1.8. ‘Braking system component’
means one of the individual parts which, when assembled, consti-
tute the braking equipment.
1.9. ‘Continuous braking’
means the braking of combinations of vehicles through an instal-
lation having the following characteristics:
1.9.1. a single control which the driver actuates progressively, by a
single movement, from his driving seat
1.9.2. the energy used for braking the vehicles constituting the combina-
tion of vehicles is supplied from the same source (which may be
the muscular energy of the driver)
1.9.3. the braking installation ensures simultaneous or suitably phased
braking of each of the constituent vehicles of the combination,
whatever their relative positions.
1.10. ‘Semi-continuous braking’
means the braking of combinations of vehicles through an instal-
lation having the following characteristics:
1.10.1. a single control which the driver can actuate progressively, by a
single movement, from his driving seat
1.10.2. the energy used for braking the vehicles constituting the combina-
tion of vehicles is supplied from two different sources (one of
which may be the muscular energy of the driver)
1.10.3. the braking installation ensures simultaneous or suitably phased
braking of each of the constituent vehicles of the combination,
whatever their relative positions.
1.11. ‘Automatic braking’
means braking of the trailer or trailers occurring automatically in
the event of separation of components of the combination of
coupled vehicles, including such separation through coupling
breakage, without the effectiveness of the remainder of the
combination being affected.
1.12. ‘Inertia or “overrun” braking’
means braking by utilising the forces generated by the trailer's
moving up on the towing vehicle.
1.13. ‘Laden vehicle’
means, except where otherwise stated, a vehicle laden to its
‘maximum mass’.1971L0320 — EN — 24.10.2002 — 009.001 — 7
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1.14. ‘Maximum mass’
means the maximum mass stated by the vehicle manufacturer to
be technically permissible (this mass may be higher than the
‘permissible maximum mass’).
1.14.1. ‘The distribution of mass among the axles
means the distribution of the effect of the gravity on the mass of
the vehicle and/or its contents among the axles
1.14.2. ‘Wheel/axle load’
means the vertical static reaction (force) of the road surface in the
contact area on the wheel/wheels of the axle
1.14.3. ‘Maximum stationary wheel/axle load’
means the stationary wheel/axle load achieved under the condi-
tion of the laden vehicle.
1.15. ‘Hydraulic braking system with stored energy’
means a braking system where energy is supplied by a hydraulic
fluid under pressure, stored in one or more accumulators fed from
one or more pressure pumps eachfitted witha means of limiting
the pressure to a maximum value. This value shall be specified
by the manufacturer.
1.16. ‘Category O3and O4trailer types’
1.16. ‘Semi-trailer’
means a towed vehicle in which the axle(s) is (are) positioned
behind the centre of gravity of the vehicle (when uniformly
loaded) and which is equipped with a connecting device permit-
ting horizontal and vertical forces to be transmitted to the towing
vehicle.
1.16.2. ‘Full trailer’
means a towed vehicle having at least two axles, and equipped
witha towing device wh ichcan move vertically (in relation to
the trailer) and controls the direction of the front axle(s), but
which transmits no significant static load to the towing vehicle.
1.16.3. ‘Centre-axle trailer’
means a towed vehicle equipped with a towing device which
cannot move vertically (in relation to the trailer), and in which
the axle(s) is (are) positioned close to the centre of gravity of
the vehicle (when uniformly loaded) such that only a small static
vertical load, not exceeding 10 % of that corresponding to the
maximum mass of the trailer or load of 1 000 daN (whichever is
the lesser) is transmitted to the towing vehicle.
1.17. ‘Retarder’ (1)
means an additional braking system having the capability to
provide and to maintain a braking effect over a long period of
time without a significant reduction in performance. The term
‘retarder’ covers the complete system including the control
device.
1.17.1. ‘Independent retarder’
means a retarder whose control device is separate from that of the
service and other braking systems
1.17.2. ‘Integrated retarder’ (2)
means a retarder whose control device is integrated with that of
the service braking system in such a way that both retarder and
service braking systems are applied simultaneously or suitably
phased by operation of the combined control device.1971L0320 — EN — 24.10.2002 — 009.001 — 8
(1) Until uniform procedures have been agreed to calculate the effects of retarders on the
provisions in the Appendix to point 1.1.4.2 of Annex II, this definition does not cover
vehicles fitted with regenerative braking systems.
(2) Until uniform procedures have been agreed to calculate the effects of retarders on the
provisions in the Appendix to point 1.1.4.2 of Annex II, vehicles equipped with an inte-grated retarder must also be equipped withan anti-lock system, acting on at least th eservice brakes of the axle controlled by the retarder, and on the retarder, and complying
withth e requirements specified in Annex X.
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1.17.3. ‘Combined retarder’
means an integrated retarder which in addition has a cut-out
device, which allows the combined control to apply the service
braking system alone.
1.18. ‘Inter-urban motor-coach’
means a vehicle designed and equipped for inter-urban transport,
having no spaces specifically intended for standing passengers,
but able to carry for short distances passengers standing in thegangway.
1.19. ‘Long-distance touring motor-coach’
means a vehicle designed and equipped for long-distance jour-
neys, arranged to ensure the comfort of its seated passengers and
which does not carry standing passengers.
1.20. ‘Anti-lock system’
See Annex X, point 2.1.
2. CONSTRUCTION AND FITTING REQUIREMENTS
2.1. General
2.1.1. Braking equipment
2.1.1.1. The braking equipment shall be so designed, constructed and
fitted as to enable the vehicle in normal use, despite the vibration
to which it may be subjected, to comply with the undermentioned
requirements.
2.1.1.2. In particular, the braking equipment shall be so designed,
constructed and fitted as to be able to resist the corrosion and
ageing phenomena to which it is exposed.
2.1.1.3. Brake linings shall not contain asbestos2.1.2. Functions of the braking equipment
The braking equipment defined in point 1.2 shall fulfil the
following functions:
2.1.2.1. Service braking system
The service braking system shall enable the driver to control the
movement of the vehicle and to halt it safely, speedily and effec-
tively, whatever its speed and load, on any up or down gradient.
It shall be possible to graduate this braking action. The driver
shall be able to achieve this braking action from his driving seat
without removing his hands from the steering control.
2.1.2.2. Secondary braking system
The secondary braking system shall make it possible to halt the
vehicle within a reasonable distance in the event of the failure
of the service braking system. It shall be possible to graduatethis braking action. The driver shall be able to obtain this braking
action from his driving seat while keeping at least one hand on
the steering control. For the purpose of these requirements, it is
assumed that not more than one failure of the service braking
system can occur at one time.
2.1.2.3. Parking braking system
The parking braking system shall enable the vehicle to be held
stationary on an up or down gradient even in the absence of the
driver, the working parts being then held in the locked position
by a purely mechanical device. The driver shall be able to
achieve this braking action from his driving seat, subject, in the
case of a trailer, to the requirements of point 2.2.2.10.
The trailer compressed air braking system and the parking
braking system of the towing vehicle may be operated simulta-
neously, provided that the driver is able to check, at any time,
that the parking brake performance of the vehicle combination,
obtained by the purely mechanical action of the parking braking
system, is sufficient.
2.1.3. Pneumatic connections between motor vehicles and
trailers1971L0320 — EN — 24.10.2002 — 009.001 — 9
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2.1.3.1. In the case of a braking system operated by compressed air, the
pneumatic link with the trailer shall be of the type with two or
more lines. However, in all cases, all the requirements of this
Directive shall be satisfied by the use of only two lines. shut-off
devices which are not automatically actuated shall not be
permitted. In the case of articulated vehicle combinations, the
flexible hoses shall be a part of the towing vehicle. In all other
cases, the flexible hoses shall be a part of the trailer.
2.2. Characteristics of braking systems
2.2.1. Vehicles of categories M and N2.2.1.1. The set of braking systems with which a vehicle is equipped shall
satisfy the requirements laid down for the service, secondary and
parking braking systems.
2.2.1.2. The equipment providing service, secondary and parking braking
may have common components, provided that they fulfil the
following conditions:
2.2.1.2.1. There shall be at least two controls, independent of each other
and readily accessible to the driver from his normal driving posi-
tion. For all categories of vehicles, except m
2and M3, every brake
control (excluding a retarder control) shall be designed such that
it returns to the fully-off position when released. This require-
ment shall not apply to a parking brake control (or that part of a
combined control) when it is mechanically locked in an applied
position.
2.2.1.2.2. The control of the service braking system shall be independent of
the control of the parking braking system.
2.2.1.2.3. Where the service and secondary braking systems have the same
control, the effectiveness of the linkage between that control and
the various components of the transmission systems shall not be
liable to diminishafter a certain period of use.
2.2.1.2.4. Where the service and secondary braking systems have the same
control, the parking braking system shall be so designed that it
can be actuated when the vehicle is in motion.
This provision shall not apply where an auxiliary control permits
at least partial actuation of the service braking system, as
provided for in Annex II, point 2.1.3.6.
2.2.1.2.5. In the event of a breakage of any component other than the
brakes (as defined in point 1.6) or the components specified in
point 2.2.1.2.7, or of any other failure of the service braking
system (malfunction, partial or total exhaustion of an energy
reserve), the secondary braking system or that part of the service
braking system which is not affected by the failure shall be able
to bring the vehicle to a halt in the conditions prescribed for
secondary braking.
2.2.1.2.6. In particular, where the secondary braking system and the service
braking system have a common control and common transmis-
sion:
2.2.1.2.6.1. Where the service braking system is actuated by the muscular
energy of the driver assisted by one or more energy reserves, the
secondary braking performance shall, in the event of failure of
that assistance, be capable of being ensured by the muscular
energy of the driver assisted by the energy reserves, if any, which
are unaffected by the failure, the force applied to the control not
exceeding the prescribed maxima.
2.2.1.2.6.2. Where the forces for the service braking system and transmission
depend exclusively on the use of an energy reserve controlled by
the driver, there shall be at least two completely independent
energy reserves, eachprovided withits own independent trans-mission; each of them may act on the brakes of only two or
more wheels so selected as to be capable of ensuring by them-
selves the prescribed degree of secondary braking performance
without endangering the stability of the vehicle during braking;
in addition, each of these energy reserves shall be fitted with a
warning device as defined in point 2.2.1.13.
2.2.1.2.7. Certain parts, such as the pedal and its bearing, the master
cylinder and its piston(s) (hydraulic systems), the control valve
(hydraulic and/or pneumatic systems), the linkage between the
pedal and the master cylinder or the control valve, the brake1971L0320 — EN — 24.10.2002 — 009.001 — 10
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cylinders and their pistons (hydraulic and/or pneumatic systems),
and the lever-and-cam assemblies of brakes, shall not be regarded
as liable to breakage if they are amply dimensioned, are readily
accessible for maintenance, and exhibit safety features at least
equal to those prescribed for other essential components (such as
the steering linkage) of the vehicle. Where the failure of any such
part would make it impossible to brake the vehicle with a perfor-
mance at least equal to that prescribed for the secondary braking
system that part shall be made of metal or of a material with
equivalent characteristics and shall not be subject to significant
distortion in the normal operation of the braking equipment.
2.2.1.3. Where there are separate controls for the service and secondary
braking systems, simultaneous actuation of the two controls shall
not render bothth e service and secondary braking systems inop-
erative, either when both braking systems are in good working
order or when one of them is faulty.
2.2.1.4. In the event of failure in a part of the transmission of the service
braking system, the following conditions shall be met:
2.2.1.4.1. A sufficient number of wheels shall still brake by actuation of the
service braking system control, whatever the vehicle load.
2.2.1.4.2. These wheels shall be so selected that the residual performance of
the service braking system satisfies the requirements laid down in
point 2.1.4 of Annex II.
2.2.1.4.3. However, the above requirements shall not apply to towing vehi-
cles for semi-trailers when the transmission of the service braking
system of the semi-trailer is independent of that of the towing
vehicle.
2.2.1.5. Where use is made of energy other than the muscular energy of
the driver, there need not be more than one source of such other
energy (hydraulic pump, air compressor, etc.), but the means by
which the device constituting that source is driven shall be as
safe as practicable.
2.2.1.5.1. In the event of failure in any part of the transmission of a vehi-
cle's braking systems, the supply to the part not affected by the
failure shall continue to be ensured where this is required for the
purpose of halting the vehicle with the degree of effectiveness
prescribed for residual and/or for secondary braking. This condi-
tion shall be satisfied by means of devices which can be easily
actuated when the vehicle is stationary, or by automatic means.
2.2.1.5.2. Furthermore, storage devices located down-circuit of this device
are such that in the event of a failure in the energy supply, after
four full-stroke actuations of the service braking system control
under the conditions prescribed in point 1.2 of Annex IV, sections
A and B, it is still possible to halt the vehicle at the fifth applica-
tion withth e degree of effectiveness prescribed for secondary
braking.
2.2.1.5.3. However, for hydraulic braking systems with stored energy, these
provisions can be considered to have been satisfied, provided that
the requirements of point 1.2.2 of Annex IV, section C, are satis-
fied.
2.2.1.6. The requirements of points 2.2.1.2, 2.2.1.4 and 2.2.1.5 shall be
satisfied without the use of any automatic device of a kind such
that its ineffectiveness might pass unnoticed because the parts
which are normally in an ‘at rest’ position are actuated only in
the event of failure of the braking system.
2.2.1.7. The service braking system shall act on all the wheels on the
vehicle.
2.2.1.8. The action of the service braking system shall be appropriately
distributed among the axles. In the case of vehicles with more
than two axles, in order to avoid wheel-locking or glazing of the
brake linings, the brake force on certain axles may be reduced to
zero automatically when carrying a much reduced load, provided
that the vehicle meets all the performance requirements
prescribed in Annex II.
2.2.1.9. The action of the service braking system shall be distributed
between the wheels of the same axle symmetrically in relation
to the longitudinal median plane of the vehicle.1971L0320 — EN — 24.10.2002 — 009.001 — 11
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2.2.1.10. The service braking system and the parking braking system shall
act on braking surfaces permanently connected to the wheels
through components of adequate strength. It shall not be possible
to disconnect a braking surface from the wheels; however, in the
case of the service braking system and secondary braking system,
such disconnection of the braking surfaces shall be permitted
provided that it is only momentary, for instance during a change
of gear, and that both the service braking system and the
secondary braking system continue to operate withth e prescribed
degree of effectiveness. In addition, any suchdisconnection sh all
be permitted in the case of the parking braking system, provided
that it is controlled exclusively by the driver from his driving seat
by a system which cannot be actuated by a leak (1).
2.2.1.11. Wear of the brakes shall be easily compensated by means of a
system of manual or automatic adjustment. In addition, the
control and the components of the transmission and of the brakes
shall possess a reserve of travel and, if necessary, suitable means
of compensation such that, when the brakes become heated or
when the brake linings have reached a certain degree of wear,
effective braking shall be ensured without immediate adjustment
being necessary.
2.2.1.11.1. Wear adjustment shall be automatic for the service brakes.
However, the fitting of automatic adjustment devices shall be
optional for off-road vehicles of categories N2and N3, and for
rear brakes of vehicles of categories M1and N1. Automatic wear
adjustment devices shall be such that after heating followed by
cooling of the brakes, effective braking is still ensured. In parti-
cular, the vehicle shall remain capable of normal running after
the tests conducted in accordance with Annex II, point 1.3 (Type
I test) and Annex II, point 1.4 (Type II test), or point 1.6 (Type
III test).
2.2.11.2. It shall be possible to easily check this ear on service brake
linings from the outside or underside of the vehicle, utilising
only the tools or equipment normally supplied with the vehicle;
for instance, by the provision of appropriate inspection holes or
by some other means. Alternatively, acoustical or optical devices
warning the driver at his driving position when lining replace-
ment is necessary are acceptable. The removal of front and/or
rear wheels shall be permitted for this purpose on category M1and N1vehicles only.
2.2.1.12. In hydraulic braking systems:
2.2.1.12.1. The filling ports of the fluid reservoirs shall be readily accessible;
in addition, the containers of reserve fluid shall be so made that
the level of the reserve fluid can be easily checked without the
containers having to be opened. Where this last condition is not
fulfilled, a warning light shall indicate to the driver when the
reserve fluid falls to a level liable to cause a failure of the
braking system. The driver shall be able to check easily whether
the light is functioning properly.
2.2.1.12.2. The failure of a part of a hydraulic transmission system shall be
signalled to the driver by a device comprising a red tell-tale lamp
lighting up not later than on actuation of the control and
remaining lit as long as the failure persists and the ignition (start)
switchis in th e ‘on’ (run) position. However a device comprising
a red tell-tale lamp lighting up when the level of the fluid in its
reservoirs falls below the value specified by the manufacturer
shall be admissible. The tell-tale lamp shall be visible even by
daylight; the satisfactory condition of the lamp shall be easily
verifiable by the driver from the driver's seat. The failure of a
component of the device shall not entail total loss of effectiveness
of the braking system in question.
2.2.1.12.3. The type of fluid to be used in the hydraulic transmission of
braking systems should be identified in accordance with ISO
standard 9128-1987. The relevant symbol according to Figure 1
or 2 shall be affixed in a visible position in indelible form within
100 mm of the filling ports of the fluid reservoirs, additional
information may be provided by the manufacturers.1971L0320 — EN — 24.10.2002 — 009.001 — 12
(1) This point must be interpreted in the following way: the performance of the service and
secondary braking systems must remain within the limits prescribed in the Directive,
even during momentary disconnection.
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2.2.1.13. Any vehicle fitted with a service braking system actuated by an
energy reservoir shall, where the prescribed secondary braking
performance cannot be obtained by means of this braking system
without the use of stored energy, be provided with a warning
device — in addition to a pressure gauge where fitted — giving
an optical or acoustic signal when the stored energy in any part of
the system falls to a value at which, without recharging of the
reservoir and irrespective of the loading conditions of the vehicle,
it shall be possible to apply the service braking system control a
fifthtime after four full-stroke actuations and obtain th e
prescribed secondary braking performance (without faults in the
service-brake transmission and withth e brakes adjusted as closely
as possible). The warning device shall be directly and perma-
nently connected to the circuit. When the engine is running
under normal operating conditions and there are no faults in the
braking system, the warning device shall give no signal except
during the time required for charging the energy reservoir(s) after
start-up of the engine.
2.2.1.13.1. However, in the case of vehicles which are only considered to
comply withth e requirements of point 2.2.1.5.1 by virtue of
meeting the requirements of point 1.2.2 of Annex IV, section C,
the alarm device shall consist of an acoustic signal in addition to
an optical signal. These devices need not operate simultaneously,
provided that each of them meets the above requirements and the
acoustic signal is not actuated before the optical signal.
2.2.1.13.2. This acoustic device may be rendered inoperative while the
parking brake is applied and/or, at the choice of the manufacturer,
in the case of automatic transmission the selector in the ‘park’
position.
2.2.1.14. Without prejudice to the requirements of point 2.1.2.3, where the
use of an auxiliary energy source is essential for the operation of
a braking system, the energy reserve shall be such as to ensure
that, should the engine stop, or in the event of a failure of the
means by which the energy source is driven, the braking perfor-
mance remains sufficient to bring the vehicle to a halt in the
prescribed conditions. In addition, if the muscular energy applied
by the driver to the parking braking system is reinforced by some
aid, the actuation of the parking braking system shall be ensured
in the event of failure of that aid, if necessary by using a reserve
of energy independent of that normally supplying such aid. This
reserve of energy may be that intended for the service braking
system. The expression ‘actuation’ also covers the action of
releasing.
2.2.1.15. In the case of a motor vehicle to which the coupling of a trailer
equipped with a brake controlled by the driver of the towing
vehicle is authorised, the service braking system of the towing
vehicle shall be fitted with a device so designed that if the trailer
braking system should fail, or the air supply line (or such other
type of connection as may be adopted) between the towing
vehicle and trailer should break, it will still be possible to brake
the towing vehicle with the effectiveness prescribed for thesecondary braking system; it is accordingly prescribed, in parti-
cular, that this device be fitted to the towing vehicle (
1).
2.2.1.16. The auxiliary equipment shall be supplied with energy in such a
way that during its operation the prescribed performance values
can be reached and that even in the event of damage to the source
of energy, the operation of the auxiliary equipment cannot cause
the reserves of energy feeding the braking systems to fall below
the level indicated in point 2.2.1.13.
2.2.1.17. Where a trailer belongs to category O3or O4, the service braking
system must be of a continuous or semi-continuous type.
2.2.1.18. In the case of a vehicle authorised to tow a category O3or O4trailer, the braking system shall satisfy the following conditions:
2.2.1.18.1. When the secondary braking system of the towing vehicle is actu-
ated, there shall also be a graduated braking action on the trailer.1971L0320 — EN — 24.10.2002 — 009.001 — 13
(1) This point is to be interpreted in the following way: it is essential, in all cases, that the
service braking system should be fitted with a device (for instance a limiting valve)ensuring that the vehicle can still be braked by the service braking system, but with a
performance prescribed for the secondary braking system.
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2.2.1.18.2. Should the service braking system of the towing vehicle fail, and
if this system is made up of at least two independent sections, the
section or sections not affected by this failure must be able
partially or fully to actuate the trailer brakes. It shall be possible
to graduate this braking action; if this operation is achieved by a
valve which is normally at rest, then such a valve may only be
incorporated if its correct functioning can easily be checked by
the driver, either from within the cab or from outside the vehicle,
without the use of tools.
2.2.1.18.3. In the case of a fracture or leak in one of the air supply lines (or
in such other type of connection as may be adopted), it shall
nevertheless be possible for the driver to fully or partially actuate
the trailer brakes, by means either of the service braking system
control or of the secondary braking system control or of the
parking braking system control, unless the fracture or leak auto-
matically causes the trailer to be braked with the performance
prescribed in point 2.2.3 of Annex II.
2.2.1.18.4. In the case of a two-line air supply system, the requirement in
point 2.2.1.18.3 shall be considered to be met if the following
conditions are fulfilled:
2.2.1.18.4.1. When the designated brake control of the controls mentioned in
point 2.2.1.18.3 is fully actuated, the pressure in the supply line
shall fall to 1,5 bar within the following two seconds.
2.2.1.18.4.2. When the supply line is evacuated at the rate of at least 1 bar/s,
the automatic braking of the trailer shall start to operate before
the pressure in the supply line falls to 2 bar.
2.2.1.19. The following vehicle types shall satisfy the Type IIA test
described in point 1.5 of Annex II and not the Type II test
described in point 1.4 of that Annex:
— inter-urban motor-coaches and long-distance touring motor-
coaches of category M3
— and motor vehicles of category N3authorised to tow trailers of
category O4.
Where the maximum mass of this vehicle exceeds 26000 kilo-
grams, the test mass shall be limited to 26000 kilograms, or in
the case where the unladen vehicle mass exceeds the mass of
26000 kilograms, this mass is to be taken into account by calcu-
lation.
2.2.1.20. In the case of a motor vehicle equipped to tow a trailer with elec-
tric braking systems, the following requirements shall be met:
2.2.1.20.1. The power supply (generator and battery) of the motor vehicle
shall have a sufficient capacity to provide the current for an elec-
trical braking system. With the engine running at the idling speed
recommended by the manufacturer and all electrical devices
supplied by the manufacturer as standard equipment of the
vehicle switched on, the voltage in the electrical lines, at
maximum current consumption of the electrical braking system
(15 A), shall not fall below the value of 9,6 V measured at the
connection. The electrical lines must not be capable of short-
circuiting even when overloaded.
2.2.1.20.2. In the event of a failure in the towing vehicle's service braking
system, where that system consists of at least two independent
units, the unit or units not affected by the failure shall be capable
of partially or fully actuating the brakes of the trailer.
2.2.1.20.3. The use of the stop-light switch and circuit for actuating the elec-
trical braking system is permissible only if the actuating line is
connected in parallel with the stop-light and the existing stop-
light switch and circuit are capable of taking the extra load.
2.2.1.21. In the case of a pneumatic service braking system comprising two
or more independent sections, any leakage between those sections
at or downstream of the control shall be continuously vented to
atmosphere.
2.2.1.22. Motor vehicles of categories M2,M3,N2and N3withnot more
than four axles shall be equipped with anti-lock systems of cate-
gory 1 in accordance withth e requirements of Annex X.
2.2.1.23. If motor vehicles not mentioned in point 2.2.1.22 are fitted with
anti-lock systems, they shall comply with the requirements of
Annex X.1971L0320 — EN — 24.10.2002 — 009.001 — 14
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2.2.1.24. In the case of a motor vehicle authorised to tow a trailer of cate-
gory O3or O4the service braking system of the trailer may only
be operated in conjunction withth e service, secondary or parking
braking system of the towing vehicle.
2.2.1.25. Motor vehicles authorised to tow a trailer equipped with an anti-
lock system, with the exception of vehicles of categories M1and
N1, shall be fitted with a separate optical warning signal for the
anti-lock system of the trailer, meeting the requirements of points
4.1, 4.2 and 4.3 of Annex X. They shall also be equipped with a
special electric connector for the anti-lock systems of trailers, in
accordance withAnnex X, point 4.4 of th is Directive.
2.2.1.26. Motor vehicles of category M1may be equipped withtemporary-
use spare wheels/tyres, provided they meet the requirements of
Annex XIII.
2.2.2. Vehicles of category O2.2.2.1. Trailers of category O
1need not be fitted witha service braking
system; however, if trailers of this category are equipped with a
service braking system, this shall comply with the same require-
ments as those of category O2.
2.2.2.2. Every trailer of category O2shall be fitted with a service braking
system either of the continuous or semi-continuous type or of the
inertia (overrun) type. The latter type shall be authorised only for
trailers other than semi-trailers. However, electrical braking
systems conforming to the requirements of Annex XI shall be
permitted.
2.2.2.3. Every trailer of category O3or O4shall be fitted with a service
braking system of the continuous or semi-continuous type.
2.2.2.4. The service braking system shall act on all the wheels of the
trailer.
2.2.2.5. The action of the service braking system shall be suitably distrib-
uted among the axles.
2.2.2.6. The action of every braking system shall be distributed between
the wheels of each axle symmetrically in relation to the longitu-
dinal median plane of the vehicle.
2.2.2.7. The braking surfaces required to attain the prescribed degree of
effectiveness shall be in constant contact with the wheels, either
rigidly or through components not liable to failure.
2.2.2.8. Wear of the brakes shall be easily compensated by a system of
manual or automatic adjustment. In addition, the control and the
components of the transmission and of the brakes shall possess a
reserve of travel and if necessary, suitable means of compensa-
tion such that, when the brakes become heated or when the
brake linings have reached a certain degree of wear, effective
braking shall be ensured without immediate adjustment being
necessary.
2.2.2.8.1. Wear adjustment shall be automatic for the service brakes.
However, the fitting of automatic adjustment devices is optional
for vehicles of categories O1and O2. Automatic wear adjustment
devices shall be such that after heating followed by cooling of the
brakes, effective braking is still ensured.
In particular, the vehicle shall remain capable of normal running
after the tests conducted in accordance with Annex II, point 1.3
(Type I test) and Annex II, point 1.6 (Type III test).
2.2.2.8.2. It shall be possible to easily check the wear on service brake
linings from the outside or underside of the vehicle, utilising
only the tools or equipment normally supplied with the vehicle;
for instance, by the provision of appropriate inspection holes or
by some other means.
2.2.2.9. The braking systems shall be such that the trailer is stopped auto-
matically if the coupling separates while the trailer is in motion.
However, this requirement does not apply to trailers with a
maximum mass not exceeding 1,5 metric tons provided that the
trailers are fitted, in addition to the main coupling, with a
secondary coupling (chain, cable, etc.), which, in the event of
separation of the main coupling, can stop the drawbar from
touching the ground and provide some residual steering action
on the trailer.1971L0320 — EN — 24.10.2002 — 009.001 — 15
▼M7
2.2.2.10. On every trailer which is required to be fitted with a service
braking system, parking braking shall be ensured even when the
trailer is separated from the towing vehicle. It shall be possible
for a person standing on the ground to actuate the parking
braking system; however, in the case of a trailer used for the
carriage of passengers, it shall be possible to actuate this braking
system from inside the trailer. The expression ‘actuate’ also
covers the action of releasing.
2.2.2.11. If the trailer is fitted with a device enabling compressed-air actua-
tion of the braking system, other than the parking braking system,
to be cut out, the device shall be so designed and constructed that
is positively restored to the ‘at rest’ position not later than on theresumption of the supply of compressed air to the trailer.
2.2.2.12. Trailers of categories O
3and O4fitted witha two-line air supply
system shall satisfy the conditions specified in point 2.2.1.18.3.
2.2.2.13. Trailers of categories O3and O4shall be equipped with anti-lock
systems in accordance withth e requirements of Annex X.
2.2.2.14. If trailers not mentioned in point 2.2.2.13 are fitted withanti-lock
systems, they shall comply with the requirements of Annex X.
2.2.2.15. The auxiliary equipment shall be supplied with energy in such a
way that during its operation, the service braking energy storage
device(s) shall be maintained at a pressure of at least 80 % of the
minimum towing vehicle supply pressure as prescribed in point
3.1.2.2 of the Appendix to Annex II.
2.2.2.15.1 In the event of a break or leak from the auxiliary equipment or
any associated pipes, the sum of the forces exerted at the
periphery of the braked wheels shall be at least 80 % of the value
prescribed for the trailer concerned in 2.2.1.2.1 of Annex II.
However, where such breakage or leakage affects the control
signal to a special device as referred to in point 6 of the
Appendix to Annex II, the performance requirements of that point
shall apply.
2.3. Brakeliningsandbrakeliningassemblies
2.3.1. Brake lining assemblies used to replace components at the end of
their working life shall comply with the requirements in Annex
XV for those categories of vehicles specified in point 1.1 of
Annex XV.
2.3.2. However, where the brake lining assemblies are of a type covered
by point 1.2 of the Addendum to Annex IX and are intended for
fitment to a vehicle/axle/brake to which the relevant type
approval document refers, they do not need to comply with
Annex XV provided they fulfil the requirements in points 2.3.2.1
to 2.3.2.2.
2.3.2.1. Marking
The brake lining assemblies shall bear at least the following iden-
tifications:
2.3.2.1.1. Vehicle and/or component manufacturer's name or trade mark;
2.3.2.1.2. Make and identifying part number of the brake lining assembly as
recorded in the information mentioned in point 2.3.4.
2.3.2.2. Packaging
The brake lining assemblies shall be packaged in axle sets in
accordance withth e following requirements:
2.3.2.2.1. Each package shall be sealed and constructed to show previous
opening;
2.3.2.2.2. Eachpackage sh all display at least:
2.3.2.2.2.1. The quantity of brake lining assemblies contained;
2.3.2.2.2.2. Vehicle and/or component manufacturer's name or trade mark;2.3.2.2.2.3. Make and identifying part number(s) of the brake lining assembly
(assemblies), as recorded in the information mentioned in point
2.3.4.
2.3.2.2.2.4. Part number(s) of the axle set, as recorded in the information
mentioned in point 2.3.4.1971L0320 — EN — 24.10.2002 — 009.001 — 16
▼M8
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2.3.2.2.2.5. Sufficient information for the customer to identify the vehicles/
axles/brakes for which the contents are approved.
2.3.2.2.3. Eachpackage sh all contain fitting instructions withparticular
reference to ancillary parts and stating that the brake lining
assemblies must be replaced in axle sets.
2.3.2.2.3.1. The fitting instructions may alternatively be supplied in a sepa-
rate transparent container together with the brake lining
assembly package.
2.3.3. Brake lining assemblies supplied to vehicle manufacturers exclu-
sively for use during the assembly of vehicles do not need to
comply withth e requirements in points 2.3.2.1 and 2.3.2.2 above.
2.3.4. The vehicle manufacturer shall provide to the technical service
and/or approval authority the necessary information in electronic
format which makes the link between the relevant part numbers
and the type approval documentation.
This information shall contain:
— make(s) and type(s) of vehicle
— make(s) and type(s) of brake lining— part number(s) and quantity of the brake lining assemblies— part number(s) of the axle set— type approval number of the braking system of the relevant
vehicle type(s).
3. APPLICATION FOR EC TYPE-APPROVAL
3.1. The application for EC type-approval, pursuant to Article 3(4) of
Directive 70/156/EEC, of a vehicle-type with regard to the
braking equipment shall be submitted by the vehicle manufac-
turer.
3.2. A model for the information document is given in Annex XVIII
in the case of motor vehicles or in Annex XIX in the case of trai-
lers with other than inertia (overrun) braking systems.
3.3. A vehicle representative of the vehicle-type to be approved shall
be submitted to the technical service responsible for conducting
the approval tests.
4. GRANTING OF EC TYPE-APPROVAL
4.1. If the relevant documents are complied with, EC type-approval
pursuant to Article 3(4) of Directive 70/156/EEC shall be
granted.
4.2. A model for the type-approval certificate is given in Annex IX,
Appendix 1.
4.3. An approval number in accordance withAnnex VII to Directive
70/156/EEC shall be assigned to each type of vehicle approved.
The same Member State must not assign the same number to
another type of vehicle.
5. MODIFICATIONS OF THE TYPE-AND AMENDMENTS TO
APPROVALS
5.1. In the case of modifications of the type approved pursuant to this
Directive, the provisions of Article 5 of Directive 70/156/EEC
shall apply.
6. CONFORMITY OF PRODUCTION
6.1. Measures to ensure the conformity of production shall be taken in
accordance withth e provisions laid down in Article 10 of Direc-
tive 70/156/EEC.1971L0320 — EN — 24.10.2002 — 009.001 — 17
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ANNEX II
BrakingTestsandperformanceofbrakingsystems
1. BRAKING TESTS
1.1. General
1.1.1. The performance prescribed for braking systems shall be based
on the stopping distance and/or the mean fully developed decel-
eration. The performance of a braking system shall be determined
by measuring the stopping distance in relation to the initial speed
of the vehicle and/or by measuring the mean fully developed
deceleration during the test.
1.1.2. The stopping distance shall be the distance covered by the vehicle
from the moment when the driver begins to actuate the control of
the braking system until the moment when the vehicle stops; the
initial vehicle speed (v1) shall be the speed at the moment when
the driver begins to actuate the control of the braking system; the
initial speed shall not be less than 98 % of the prescribed speed
for the test in question. The mean fully developed deceleration dmshall be calculated as the deceleration averaged with respect todistance over the interval v
bto veaccording to the following
formula:
dm¼vb2—ve2
25;92 se—sb ðÞm=s2
where
V1= as defined above
Vb= vehicle speed at 0,8 V1km/h
Ve= vehicle speed at 0,1 V1km/h
Sb= distance travelled between V1and Vbin metres
Se= distance travelled between V1and Vein metres.
The speed and distance shall be determined using instrumentation
having an accuracy of ± 1 % at the prescribed speed for the test.
The dmmay be determined by other methods than the measure-
ment of speed and distance; in this case, the accuracy of the dmshall be within ± 3 %.
1.1.3. For the type-approval of any vehicle, the braking performance
shall be measured during road tests conducted in the following
conditions:
1.1.3.1. The vehicle's condition as regards mass shall be as prescribed for
eachtype of test and be specified in th e test report, (Annex IX,
Appendix 2).
1.1.3.2. The test shall be carried out at the speeds prescribed for each
type of test. Where a vehicle is so constructed that its maximum
speed is lower than that prescribed for a test, the test shall be
performed at the maximum speed of the vehicle.
1.1.3.3. During the tests, the force applied to the control of the braking
system in order to obtain the prescribed performance shall not
exceed the maximum force laid down for the test vehicle's cate-
gory.
1.1.3.4. Without prejudice to the requirements contained in point 1.1.4.2,
the road shall possess a surface having good adhesion.
1.1.3.5. The tests shall be performed when there is no wind liable to
affect the results.
1.1.3.6. At the start of the tests the tyres shall be cold and at the pressure
prescribed for the load actually borne by the wheels when the
vehicle is stationary.
1.1.3.7. The prescribed performance shall be obtained without locking of
the wheels, without deviation of the vehicle from its course, and
without abnormal vibration. Wheel-locking is permitted where
specifically mentioned.
1.1.4. Behaviour of the vehicle during braking1971L0320 — EN — 24.10.2002 — 009.001 — 18
▼M7
1.1.4.1. In braking tests, and in particular in those at high speed, the
general behaviour of the vehicle during braking shall be checked.
1.1.4.2. The braking behaviour of vehicles of categories M, N, O3and O4on a road surface having reduced adhesion shall fulfil the condi-
tions laid down in the Appendix to this Annex.
1.2. Type O test (ordinary performance test withbrakes cold)
1.2.1. General1.2.1.1. The brakes shall be cold. A brake is deemed to be cold when the
temperature measured on the disc or on the outside of the drum is
below 100 ºC.
1.2.1.2. The test shall be conducted in the following conditions:
1.2.1.2.1. The vehicle shall be laden, the distribution of its mass among the
axles being that stated by the manufacturer. Where provision is
made for several arrangements of the load on the axles the distri-
bution of the maximum mass among the axles shall be such that
the load on each axle is proportional to the maximum permissible
load for eachaxle; in th e case of tractive units for semi-trailers,
the load may be re-positioned approximately half-way between
the kingpin position resulting from the above loading conditions
and the centreline of the rear axle(s).
1.2.1.2.2. Every test shall be repeated on the unladen vehicle. In the case of
a motor vehicle there may be, in addition to the driver, a second
person on the front seat who is responsible for noting the results
of the test. In the case of a motor vehicle designed to tow a semi-
trailer, the unladen tests shall be conducted with the tractive unit
only, without its trailer, but carrying a load representing the fifth
wheel. It will also include a load representing a spare wheel, if
this is included in the standard specification of the vehicle. In
the case of a vehicle presented as a bare chassis-cab, a supple-
mentary load may be added to simulate the mass of the body,
not exceeding the minimum mass declared by the manufacturer
in Annex XVIII.
1.2.1.2.3. The limits prescribed for minimum performance, both for tests
with the vehicle unladen and for tests with the vehicle laden, are
those laid down hereunder for each category of vehicle, the
vehicle shall satisfy both the prescribed stopping distance and
the prescribed mean fully developed deceleration for the relevant
vehicle category, but it may not be necessary to actually measure
bothparameters.
1.2.1.2.4. The road shall be level.
1.2.2. Type O test withengine disconnected
1.2.2.1. The test shall be carried out at the speed prescribed for the cate-
gory to which the vehicle belongs, the figures prescribed in this
connection being subject to a certain margin of tolerance. The
minimum performance prescribed for eachcategory sh all be
attained.
1.2.3. Type 0 test withengine connected1.2.3.1. Apart from the test prescribed in point 1.2.2, additional tests shall
be carried out at various speeds with the engine connected, the
lowest being equal to 30 % of the maximum speed of the vehicle
and the highest being equal to 80 % of that speed. The maximum
practical performance figures shall be measured and the beha-
viour of the vehicle shall be recorded in the test report. Tractive
units for semi-trailers, artificially loaded to simulate the effects of
a laden semi-trailer, shall not be tested beyond 80 km/h.
1.2.3.2. Further tests shall be carried out with the engine connected, from
the speed prescribed for the category to which the vehicle
belongs. The minimum performance prescribed for each category
shall be attained. Tractive units for semi-trailers, artificially
loaded to simulate the effects of a laden semi-trailer, shall not
be tested beyond 80 km/h.
1.2.4. Type 0 test for vehicle of category O equipped with
compressed-air brakes
1.2.4.1. The braking performance of the trailer can be calculated either
from the braking rate of the towing vehicle plus the trailer and
the measured thrust on the coupling or, in certain cases, from
the braking rate of the towing vehicle plus the trailer with only1971L0320 — EN — 24.10.2002 — 009.001 — 19
▼M7
the trailer being braked. The engine of the towing vehicle shall be
disconnected during the braking test. In the case where only the
trailer is braked, to take account of the extra mass being retarded,
the performance will be taken to be the mean fully developed
deceleration.
1.2.4.2. Withth e exception of cases according to points 1.2.4.3 and
1.2.4.4, it is necessary for the determination of the braking rate
of the trailer to measure the braking rate of the towing vehicle
plus the trailer and the thrust on the coupling. The towing vehicle
shall meet the requirements laid down in the Appendix to point
1.1.4.2 of Annex II with regard to the relation between the ratio
TM
PM
and the pressure pm. The braking rate of the trailer shall be calcu-
lated according to the following formula:
ZR¼ZRþMþD
PR
where:
ZR= braking rate of the trailer
ZR+M= braking rate of the towing vehicle plus the trailer
D = thrust on the coupling
(tractive force D > 0)
(compressive force D < 0)
PR= total normal static reaction between road surface and
wheels of the trailer
1.2.4.3. If a trailer has a continuous or semi-continuous braking system
where the pressure in the brake actuators does not change during
braking despite the dynamic axle load shifting, and in the case of
semi-trailers, the trailer alone may be braked. The braking rate of
the trailer shall be calculated according to the following formula:
ZR¼ZRþM/C0R ðÞ /C2PMþPR ðÞ
PRþR
where:
R = rolling resistance value = 0,01
PM= total normal static reaction between road surface and
wheels of towing vehicles for trailers
1.2.4.4. Alternatively, the evaluation of the braking rate of the trailer may
be done by braking the trailer alone. In this case the pressure
used shall be the same as that measured in the brake actuators
during the braking of the combination.
1.3. Type I test (fade test)
1.3.1. Withrepeated braking1.3.1.1. The service braking system of all motor vehicles shall be tested
by successively applying and releasing the brakes a number of
times, the vehicle being laden, in accordance with the conditions
shown in the following table:
Category of
vehicleConditions
V1km/hV2km/h∆t
(s)n
M180 % Vmax
≤120½V145 15
M280 % Vmax
≤100½V155 15
M380 % Vmax
≤60½V160 201971L0320 — EN — 24.10.2002 — 009.001 — 20
▼M7
Category of
vehicleConditions
V1km/hV2km/h∆t
(s)n
N180 % Vmax
≤120½V155 15
N280 % Vmax
≤60½V160 20
N380 % Vmax
≤60½V160 20
where:
V1= refer to point 1.1.2
V2= speed at end of braking
Vmax= maximum speed of the vehicle
n = number of times brakes applied∆t = duration of a braking cycle (time elapsing between the
initiation of one brake application and the initiation of
the next).
1.3.1.2. If the characteristics of the vehicle do not allow for the period of
time prescribed for ∆t, the duration may be increased; in any
event, in addition to the time necessary for braking and acceler-
ating the vehicle, a period of 10 seconds shall be allowed in each
cycle for stabilising the speed v
1.
1.3.1.3. In these tests, the force applied to the control shall be so adjusted
as to attain a mean fully developed deceleration of 3 m/s2at the
first application of the brakes. This force shall remain constant
throughout the succeeding brake applications.
1.3.1.4. During brake applications the highest gear ratio (excluding overd-
rive, etc.) shall be continuously engaged.
1.3.1.5. For regaining speed after braking, the gearbox shall be used in
sucha way as to attain th e speed v1in the shortest possible time
(maximum acceleration allowed by the engine and gearbox).
1.3.2. Withconti nuous braking
1.3.2.1. The service braking system of trailers of categories O2and O3shall be tested in such a manner that, the vehicle being laden,
the energy input to the brakes shall be equivalent to that recorded
in the same period of time with a laden vehicle driven at a steady
speed of 40 km/hon a 7 % down gradient for a distance of
1,7 km.
1.3.2.2. The test may be carried out on a level road, the trailer being
towed by a motor vehicle; during the test, the force applied to
the control shall be adjusted so as to keep the resistance of the
trailer constant (7 % of the maximum stationary axle load of the
trailer). If the power available for hauling is insufficient, the test
can be conducted at a lower speed but over a greater distance; as
shown in the following table:
Speed
(km/h)Distance
(metres)
40 1 700
30 1 950
20 2 500
15 3 100
1.3.3. Hot performance
1.3.3.1. At the end of the Type I test (test described in point 1.3.1 or test
described in point 1.3.2 of this Annex) the hot performance of the
service braking system shall be measured under the same condi-
tions (and in particular at a constant control force no greater than1971L0320 — EN — 24.10.2002 — 009.001 — 21
▼M7
the mean force actually used) as for the Type 0 test with the
engine disconnected (the temperature conditions may be
different). For motor vehicles, this hot performance shall not be
less than 80 % of that prescribed for the category in question
nor less than 60 % of the figure recorded in the Type 0 test
with the engine disconnected. However in the case of trailers,
the hot brake force at the periphery of the wheels when tested at
40 km/h shall not be less than 36 % of the maximum stationary
wheel load, or less than 60 % of the figure recorded in the Type 0
test at the same speed.
1.3.3.2. In the case of a motor vehicle which satisfies the 60 % require-
ment specified in point 1.3.3.1, but which cannot comply with the
80 % requirement specified in point 1.3.3.1, a further hot perfor-
mance test may be carried out using a control force not exceeding
that specified in point 2.1.1.1 of this Annex. The results of bothtests are entered in the report.
1.4. Type II test (downhill behaviour test)
1.4.1. Laden motor vehicles shall be tested in such a manner that the
energy input is equivalent to that recorded in the same period of
time witha laden veh icle driven at an average speed of 30 km/h
on a 6 % down gradient for a distance of 6 km, withth e appro-
priate gear engaged and the retarder, if the vehicle is fitted with
one, being used. The gear engaged shall be such that the speed of
the engine does not exceed the maximum value prescribed by the
manufacturer.
1.4.2. For vehicles in which the energy is absorbed by the braking
action of the engine alone, a tolerance of ± 5 km/h on the average
speed shall be permitted, and the gear enabling the speed to be
stabilised at the value closest to 30 km/h on the 6 % down
gradient shall be engaged. If the performance of the braking
action of the engine alone is determined by a measurement of
deceleration, it shall be sufficient if the mean deceleration
measured is at least 0,5 m/s
2.
1.4.3. At the end of the test, the hot performance of the service braking
system shall be measured in the same conditions as for the Type
0 test with the engine disconnected (the temperature conditions,
of course, may be different). This hot performance shall give a
stopping distance not exceeding the following values and a mean
fully developed deceleration not less than the following values,
using a control force not exceeding 700 N:
category M3:
s¼0;15 vþ1;33 v2
130
(the second term corresponding to a mean fully developed decel-
eration of 3,75 m/s2);
category N3:
s¼0;15 vþ1;33 v2
115
(the second term corresponding to a mean fully developed decel-
eration of 3,3 m/s2).
1.5. Type IIA test
1.5.1. Laden vehicles shall be tested in such a manner that the energy
input is equivalent to that recorded in the same period of time
witha laden veh icle driven at an average speed of 30 km/hon a
7 % down gradient for a distance of 6 km. During the test, the
service, secondary and parking braking systems shall not be
engaged. The gear engaged shall be such that the speed of the
engine does not exceed the maximum value prescribed by the
manufacturer. An integrated retarder may be used, provided that
it is suitably phased such that the service braking system is not
applied; this may be verified by checking that these brakes
remain cold, as defined in point 1.2.1.1 of this Annex.
1.5.2. For vehicles in which the energy is absorbed by the braking
action of the engine alone, a tolerance of ± 5 km/h on the average
speed shall be permitted and the gear enabling the speed to be
stabilised at the value closest to 30 km/h on a 7 % down gradient
shall be engaged. If the performance of the braking action of the1971L0320 — EN — 24.10.2002 — 009.001 — 22
▼M7
engine alone is determined by a measurement of deceleration, it
shall be sufficient if the mean deceleration measured is at least
0,6m/s2.
1.6. Type III test (Fade test for vehicles of category O4)
1.6.1. Track test
For the road test the conditions should be as follows:
Number of brake applications: 20
Duration of braking cycle: 60 s
Initial speed at the beginning
of braking:60 km/h
Braking applications: corresponding to a trailer
deceleration of 3 m/s2
The braking rate of a trailer shall be calculated according to point
1.2.4.3 of this Annex:
zR¼zRþM/C0R ðÞ /C2PMþPR ðÞ
PRþR
The speed at the end of braking (Annex VII, appendix 1, point
3.1.5):
v2¼v1ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
PMþP1þP2
4/C18/C19
PMþP1þP2vuuut
where:
Z
R= braking rate of the trailer
ZR+M= braking rate of the vehicle combination (motor
vehicle and trailer)
R = rolling resistance value = 0,01P
M= total normal static reaction between the road surface
and the wheels of trailer (kg)
PR= total normal static reaction between the road surface
and the wheels of towing vehicle for trailer (kg)
P1= part of the mass of the trailer borne by the unbraked
axle(s) (kg)
P2= part of the mass of the trailer borne by the braked
axle(s) (kg)
v1= initial speed (km/h)
v2= final speed (km/h)
1.6.2. Hot performance
At the end of the test according to point 1.6.1, the hot perfor-
mance of the service braking system shall be measured under
the same conditions as for the Type 0 test with, however,
different temperature conditions and starting from an initial speed
of 60 km/h. The hot brake-force at the periphery of the wheels
shall not be less than 40 % of the maximum stationary wheel
load, and not less than 60 % of the figure recorded in the Type
0 test at the same speed.
2. PERFORMACE OF BRAKING SYSTEMS
2.1. Vehicles of categories M and N
2.1.1. Service braking systems2.1.1.1. Provisions relating to tests1971L0320 — EN — 24.10.2002 — 009.001 — 23
▼M7
2.1.1.1.1. The service braking systems of vehicles of categories M and N
shall be tested under the conditions shown in the following table:
Type of testM10-IM20-IM30-I-II/IIAN10-IN20-IN30-I-II/IIA
Type 0 test withprescribe-
d speed80 km/h 60 km/h60 km/h80 km/h60 km/h 60 km/h
engine
connecteds≤ 0;1vþv2
1500;15 vþv2
130
dm≥5,8 ms-25m s-2
Type 0 test withv = 80 %
vmaxbut≤:160 km/h100 km/h 90 km/h 120 km/h 100 km/h 90 km/h
engine discon-
necteds≤ 0;1vþv2
1300;15 vþv2
103;5
dm≥5m s-24m s-2
F≤ 500 N 700 N
where:
v = test speed in km/h
s = stopping distance in m
dm= mean fully developed deceleration at normal engine
speed
F = force applied to foot control
vmax= maximum speed of the vehicle.
2.1.1.1.2. In the case of a motor vehicle authorised to tow an unbraked
trailer, the minimum performance prescribed for the corre-
sponding motor vehicle category (for the Type 0 test with
engine disconnected) shall be attained with the unbraked trailer
coupled to the motor vehicle and with the unbraked trailer laden
to the maximum mass declared by the motor vehicle manufac-
turer. However, in the case of category M1vehicles, the
minimum combination performance shall be not less than 5,4 m/
s2bothin laden and unladen conditions.
The combination performance shall be verified by calculations
referring to the maximum braking performance actually achieved
by the motor vehicle alone, laden, (and unladen in the case of
M1) during the Type 0 test with engine disconnected, using the
following formula (no practical tests witha coupled unbraked
trailer are required):
dMþR¼dM/C2PM
PMþPR
where
dM+R= calculated mean fully developed deceleration of the
motor vehicle when coupled to an unbraked trailer in
m/s2
dM= maximum mean fully developed deceleration of the
motor vehicle alone achieved during the Type 0 test
withengine disconnected in m/s2
PM = mass of the motor vehicle, laden (and unladen in the
case of M1
PR = maximum mass of an unbraked trailer which may be
coupled, as declared by the motor vehicle manufac-
turer.1971L0320 — EN — 24.10.2002 — 009.001 — 24
▼M7
2.1.2. Sec ondary braking systems
2.1.2.1. The secondary braking system, even if the control which actuates
it is also used for other braking functions, shall give a stopping
distance not exceeding the following values and a mean fully
developed deceleration not less than the following values:
category M1:
s¼0;1vþ2v2
150
(the second term corresponding to a mean fully developed decel-
eration of 2,9 m/s2)
category M2,M3:
s¼0;15 vþ2v2
130
(the second term corresponding to a mean fully developed decel-
eration of 2,5 m/s2)
category N:
s¼0;15 vþ2v2
115
(the second term corresponding to a mean fully developed decel-
eration of 2,2 m/s2).
2.1.2.2. If the secondary braking system control is a manual control, the
prescribed performance shall be obtained by applying to the
control a force not exceeding 400 N in the case of category M1vehicles and 600 N in the case of other vehicles, and the controlshall be so placed that it can be easily and quickly grasped by the
driver.
2.1.2.3. If the secondary braking systems control is a foot control, the
prescribed performance shall be obtained by applying to the
control a force not exceeding 500 N in the case of category M
1vehicles and 700 N in the case of other vehicles, and the controlshall be so placed that it can be easily and quickly actuated by
the driver.
2.1.2.4. The performance of the secondary braking system shall be
checked by the Type 0 test with the engine disconnected from
the following initial speeds:
M
1= 80 km/hM2= 60 km/hM3= 60 km/h
N1= 70 km/hN2= 50 km/hN3= 40 km/h
2.1.2.5. The secondary braking effectiveness test shall be conducted by
simulating the actual failure conditions in the service braking
system.
2.1.3. Parking braking systems2.1.3.1. The parking braking system shall, even if it is combined with one
of the other braking systems, be capable of holding a laden
vehicle stationary on an 18 % up or down gradient.
2.1.3.2. On vehicles to which the coupling of a trailer is authorised, the
parking braking system of the towing vehicle shall be capable of
holding the combination of vehicles stationary on a 12 %
gradient.
2.1.3.3. If the control is a manual control, the force applied to it shall not
exceed 400 N in the case of category M
1vehicles and 600 N in
the case of all other vehicles.
2.1.3.4. If it is a foot control, the force exerted on the control shall not
exceed 500 N in the case of category M1vehicles and 700 N in
the case of all other vehicles.
2.1.3.5. A parking braking system which has to be actuated several times
before attaining the prescribed performance shall be admissible.
2.1.3.6. To check compliance with the requirements of Annex I, point
2.2.1.2.4, a Type 0 test shall be carried out with the engine
disconnected at the initial speed of 30 km/h. The mean fully1971L0320 — EN — 24.10.2002 — 009.001 — 25
▼M7
developed deceleration on application of the control of the
parking brake system and the deceleration immediately before
the vehicle stops shall not be less than 1,5 m/s2. The test shall
be carried out with the laden vehicle. The force exerted on the
braking control device shall not exceed the specified values.
2.1.4. Residual service braking performance after transmis-
sion failure
2.1.4.1. The residual performance of the service braking system, in the
event of failure in a part of its transmission, shall give a stopping
distance not exceeding the following values and a mean fully
developed deceleration not less than the following values, using
a control force not exceeding 700 N, when checked by the Type
0 test with the engine disconnected from the following initial
speeds for the relevant vehicle category:
Stopping distance (m) and mean fully developed deceleration (m/s2)
Type km/hLaden m/s2Unladen m/s2
M1800;1vþ100
30/C2v2
1501,70;1vþ100
25/C2v2
1501,5
M2600;15 vþ100
30/C2v2
1301,50;15 vþ100
25/C2v2
1301,3
M3600;15 vþ100
30/C2v2
1301,50;15 vþ100
30/C2v2
1301,5
N1700;15 vþ100
30/C2v2
1151,30;15 vþ100
25/C2v2
1151,1
N2500;15 vþ100
30/C2v2
1151,30;15 vþ100
25/C2v2
1151,1
N3400;15 vþ100
30/C2v2
1151,30;15 vþ100
30/C2v2
1151,3
2.1.4.2. The residual braking effectiveness test shall be conducted by
simulating the actual failure conditions in the service braking
systems.
2.2. Vehicles of category O
2.2.1. Service braking systems2.2.1.1. Requirement relating to tests of category O
1vehicles
2.2.1.1.1. Where the provision of a service braking system is mandatory,
the performance of the system shall meet the requirements laid
down for category O2vehicles.
2.2.1.2. Requirements relating to tests of category O2vehicles.
2.2.1.2.1. If the service braking system is of the continuous or semi-contin-
uous type, the sum of the forces exerted at the periphery of the
braked wheels shall be at least X % of the maximum stationary
wheel load, X having the following values:
Full trailer, laden and unladen 50
Semi-trailer, laden and unladen 45
Centre-axle trailer, laden and unladen 50.
Where the trailer is fitted with a compressed-air braking system,
the pressure in the control line shall not exceed 6,5 bar (1) and the
pressure in the supply line shall not exceed 7,0 bar (1) during the
brake test. The test speed is 60 km/h.
A supplementary test at 40 km/hmust be carried out withth e
laden vehicle for comparison with the Type I test result.1971L0320 — EN — 24.10.2002 — 009.001 — 26
(1) The pressures specified here and in the following Annexes are relative pressures
measured in bars.
▼M7
2.2.1.2.2. Where the braking system is of the inertia type, it shall comply
withth e conditions laid down in Annex VIII.
2.2.1.2.3. In addition, these vehicles shall be subjected to the Type I test.
2.2.1.2.4. In the Type I test of a semi-trailer, the mass braked by its axle(s)
shall correspond to the maximum axle load(s) (not including theking pin load).
2.2.1.3. Requirements relating to the testing of category O
3vehicles.
2.2.1.3.1. The same requirements apply as to category O2vehicles.
2.2.1.4. Requirements relating to tests of category O4vehicles.
2.2.1.4.1. If the service braking system is of the continuous or semi-contin-
uous type, the sum of the forces exerted at the periphery of the
braked wheels shall be equal to at least X % of the maximum
stationary wheel load, X having the following values:
full trailer, laden and unladen 50
semi-trailer, laden and unladen 45centre-axle trailer, laden and unladen 50.
Where the trailer is fitted with a compressed air braking system,
the pressure in the control line shall not exceed 6,5 bar (
1) and the
pressure in the supply line shall not exceed 7,0 bar (1) during the
brake test. The test speed is 60 km/h.
2.2.1.4.2. In addition, the vehicles shall undergo the Type-III test.2.2.1.4.3. In the Type-III test of a semi-trailer, the mass braked by the
latter's axle(s) shall correspond to the maximum axle load(s).
2.2.2. Parking braking systems2.2.2.1. The parking braking system with which the trailer or semi-trailer
is fitted shall be capable of holding the laden trailer or semi-
trailer stationary, when separated from the towing vehicle, on an
18 % up or down gradient. The force applied to the control shall
not exceed 600 N.
2.2.3. Automatic braking systems
2.2.3.1. The automatic braking performance in the event of a total pres-
sure loss in the air supply line, when testing the laden vehicle
from 40 km/h, shall not be less than 13,5 % of the maximum
stationary wheel load. Wheel-locking at performance levels above
13,5 % is permitted.
2.3. Reaction time
Where a vehicle is fitted with a service braking system which is
totally or partially dependent on a source of energy other than the
muscular effort of the driver, the following requirements shall be
satisfied:
2.3.1. In an emergency manoeuvre, the time elapsing between the
moment when the control begins to be actuated and the moment
when the braking force on the least favourably placed axle
reaches the level corresponding to the prescribed performanceshall not exceed 0,6 seconds.
2.3.2. In the case of vehicles fitted with compressed-air braking
systems, the requirements of point 2.3.1 are considered to be
satisfied if the vehicle complies with the provisions of Annex III.
2.3.3. In the case of vehicles fitted with hydraulic braking systems, the
requirements of point 2.3.1 are considered to be satisfied if, in an
emergency manoeuvre, the deceleration of the vehicle, or the
pressure at the least favourable brake cylinder, reaches a level
corresponding to the prescribed performance within 0,6 seconds.1971L0320 — EN — 24.10.2002 — 009.001 — 27
(1) The pressures specified here and in the following Annexes are relative pressures
measured in bars.
▼M7
Appendix
(See point 1.1.4.2)
Distributionofbrakingeffortamongvehicle axles
1. GENERAL REQUIREMENTS
Vehicles of categories M, N, O3and O4which are not equipped
withan anti-lock system as defined in Annex X sh all meet all
the requirements of this Appendix. If a special device is used,
this shall operate automatically. However, vehicles — other than
those of category M1— which are equipped with an anti-lock
system as defined in Annex X, shall also meet the requirements
of points 7 and 8 of this Appendix if they are in addition fitted
with a special automatic device which controls the distribution
of braking among the axles. In the event of failure of its control,
it shall be possible to stop the vehicle as stipulated under points 6
of this Appendix.
2. SYMBOLS
i = axle index ( i= 1, front axle; i= 2, second axle; etc.)
Pi= normal reaction of road surface on axle iunder static
conditions
Ni= normal reaction of road surface on axle iunder
braking
Ti= force exerted by the brakes on axle iunder normal
braking conditions on the road
fi=Ti/Ni-adhesion used by axle i(1)
J = deceleration of vehicleg = acceleration due to gravity g = 10 m/s
2
z = braking rate of vehicle = J/g(2)
P = mass of vehicle
h = height above ground of centre of gravity specified by
the manufacturer and agreed by the technical services
conducting the approval test
E = wheelbasek = theoretical coefficient of adhesion between tyre and
road
K
c= correction factor — semi-trailer laden
Kv= correction factor — semi-trailer unladen
TM = sum of braking forces at the periphery of wheels of
towing vehicles for trailers or semi-trailers
PM = total normal static reaction between road surface and
wheels of towing vehicles for trailers or semi-trailers
as referred to in points 3.1.4 and 3.1.5 respectively
Pm= pressure at coupling head of control line
TR = sum of braking forces at periphery of all wheels of
trailer or semi-trailer
PR = total normal static reaction of road surface on wheels
of trailer or semi-trailer
PRmax= value of PR at maximum mass of semi-trailer
ER= distance between king-pin and centre of axle or axles
of semi-trailer
hR= height above ground of centre of gravity of semi-
trailer specified by the manufacturer and agreed by
the technical services conducting the approval test.1971L0320 — EN — 24.10.2002 — 009.001 — 28
(1) Adhesion curves used by each axle means curves showing the adhesion used by axle I
plotted against the vehicle braking rate under specified load conditions.
(2) For semi-trailers, z is the braking force divided by the static mass on the semi-trailer
axle(s).
▼M7
3. REQUIREMENTS FOR MOTOR VEHICLES
3.1. Two-axle vehicles
3.1.1.(1) For all categories of vehicles for k values between 0,2 and 0,8:
z/C210;1þ0;85 k /C00;2 ðÞ
For all states of load of the vehicle, the adhesion curve of the
front axle shall be situated above that of the rear axle:
— for all braking rates of between 0,15 and 0,8 in the case of
vehicles of category M1.
However, for vehicles of this category over the range of z
values between 0,3 and 0,45, an inversion of the adhesion
utilisation curves is permitted provided that the adhesion utili-
sation curve of the rear axle does not exceed by more than
0,05 the line defined by the formula k = z (line of ideal adhe-
sion utilisation — see diagram 1A),
— for all braking rates of between 0,15 and 0,5 in the case of
vehicles of category N1(2).
This condition is also considered satisfied if, for braking rates
between 0,15 and 0,30, the adhesion utilisation curves for
eachaxle are situated between two parallels to th e line of
ideal adhesion utilisation given by the equations k = z + 0,08
and k = z − 0,08 as shown in diagram 1C, where the adhesion
utilisation curve for the rear axle may cross the line k = z −
0,08 and, for braking rates between 0,3 and 0,5, complies
withth e relation z ≥k − 0,08 and between 0,5 and 0,61
withth e relation z ≥0,5 k + 0,21,
— for all braking rates of between 0,15 and 0,30 in the case of
other categories. This condition is also considered satisfied if,
for braking rates between 0,15 and 0,30 the adhesion utilisa-
tion curves for eachaxle are situated between two parallels to
the line of ideal adhesion utilisation given by the equations k
= z + 0,08 and k = z − 0,08 as shown in diagram 1B, and the
adhesion utilisation curve for the ear axle, for braking rates z
≥0,3 complies withth e relation: z ≥0,3 + 0,74 (k − 0,38)
3.1.2. In the case of a motor vehicle authorised to tow trailers of cate-
gory O3or O4fitted withcompressed-air braking systems:
3.1.2.1. When tested with the energy source stopped, the supply line
blocked off and a reservoir of 0,5 litre capacity connected to the
control line, and the system at cut-in and cut-out pressures, the
pressure at full application of the service braking system control
shall be between 6,5 and 8,5 bar at the coupling heads of the
supply line and the control line, irrespective of the load condition
of the vehicle. These pressures shall be demonstrably present in
the towing vehicle when uncoupled from the trailer. The compat-
ibility bands in diagrams 2, 3 and 4A of this Appendix to Annex
II shall not be extended beyond 7,5 bar.
3.1.2.2. It shall be ensured that at the coupling head of the supply line a
pressure of at least 7 bar is available when the system is at cut-in
pressure; this pressure shall be demonstrated without applying the
service braking system.
3.1.3. Verification of the requirements of point 3.1.1
In order to verify the requirement of point 3.1.1, the manufacturer
shall provide the adhesion utilisation curves for the front and rear
axles calculated by the formulae:
f1¼T1
N1¼T1
P1þzh
EP/C2g;f 2¼T2
N2¼T2
P2/C0zh
EP/C2g:1971L0320 — EN — 24.10.2002 — 009.001 — 29
(1) The provisions of point 3.1.1 do not affect the requirements of Annex II relating to the
braking efficiency. However, if, when verifying the provisions of point 3.1.1 braking
efficiencies are obtained which are higher than those prescribed in Annex II, the provi-
sions relating to the adhesion utilisation curve shall be applied within the areas ofdiagrams IA and IB defined by the straight lines k = 0,8 and z = 0,8.
(
2) Vehicles of category N1witha laden/unladen rear axle loading ratio not exceeding 1,5
or having a maximum mass of less than 2 tonnes will have to comply with the require-
ments for category M1vehicles of this point from 1 October 1990.
▼M7
The graphs shall be plotted for both the following load condi-
tions:
— Unladen, in running order withth e driver on board.
In the case of a vehicle presented as a bare chassis-cab, a
supplementary load may be added to simulate the mass of
the body, not exceeding the minimum mass declared by the
manufacturer in Annex XVIII.
— Laden.
Where provision is made for several possibilities of load
distribution, the one whereby the front axle is the most
heavily laden shall be the one to be taken into consideration.
3.1.4. Towing vehicles other than tractive units for semi-
trailers
3.1.4.1. In the case of a motor vehicle authorised to tow trailers of cate-
gory O3or O4fitted withcompressed-air braking systems, th e
permissible relationship between the braking rate
TM
PM
and the pressure pmshall be within the areas shown in diagram 2.
3.1.5. Tractive units for semi-trailers3.1.5.1. Tractive units withunladen semi-trailer
An unladen articulated combination is considered to be a tractive
unit in running order, withth e driver on board, coupled to an
unladen semi-trailer. The dynamic load of the semi-trailer on the
tractive unit shall be represented by a static mass, mounted at the
location of the king pin of the fifth wheel coupling, equal to 15 %
of the maximum mass on the coupling. The braking forces shall
continue to be regulated between the state of the tractive unit
with semi-trailer (unladen) and that of the tractive unit alone,
(without semi-trailer); the braking forces relating to the tractive
unit alone shall be verified.
3.1.5.2. Tractive units withladen semi-trailer
A laden articulated combination shall be considered to be a trac-
tive unit in running order withth e driver on board coupled to a
laden semi-trailer. The dynamic load of the semi-trailer on the
tractive unit shall be represented by a static mass P
s, mounted at
the location of the king pin of the fifth wheel coupling, equal to:
Ps¼Pso1þ0;45 z ðÞ
where Psorepresents the difference between the maximum laden
mass of the tractive unit and its unladen mass.
For h the following value shall be taken:
h¼hoPoþhsPs
P
where:
h0is the height of the centre of gravity of the tractive unit
hsis the height of the coupling on which the semi-trailer rests
P0is the unladen mass of the solo tractive unit
P=P0+Ps=P1+P2
3.1.5.3. In the case of a vehicle fitted with a compressed-air braking
system, the permissible relationship between the braking rate
TM
PM
and the pressure pmshall be within the areas shown in diagram 3.
3.2. Vehicles with more than two axles
The requirements of point 3.1 shall apply to vehicles with more
than two axles. The requirements of point 3.1.1 with respect to
wheel-lock sequence shall be considered to be met, if in the1971L0320 — EN — 24.10.2002 — 009.001 — 30
▼M7
case of braking rates of between 0,15 and 0,30, the adhesion used
by at least one of the front axles shall be greater than that used by
at least one of the rear axles.
4. REQUIREMENTS FOR SEMI-TRAILERS
4.1. For semi-trailers fitted withcompressed-air braking systems
The permissible relationship between the braking rate
TR
PR
and the pressure pmshall lie within two areas derived from
diagrams 4A and 4B for the laden and unladen states of load.
This requirement shall be met for all permissible load conditions
of the semi-trailer axles.
4.2. If the requirements of point 4.1 cannot be satisfied in conjunction
withth e requirements of point 2.2.1.2.1 of Annex II for semi-trai-
lers witha Kcfactor less than 0,8 then the semi-trailer shall meet
the minimum braking performance specified in point 2.2.1.2.1 of
Annex II and be fitted withan anti-lock system complying with
Annex X, except the compatibility requirement in point 1 of that
Annex.
5. REQUIREMENTS FOR FULL AND CENTRE-AXLE TRAI-
LERS
5.1. For full trailers fitted withcompressed-air braking systems:5.1.1. The requirements set out in point 3.1 shall apply to twin axle trai-
lers (except where the axle spread is less than two metres).
5.1.2. Full trailers with more than two axles shall be subject to the
requirements contained in point 3.2.
5.1.3. The permissible relationship between the braking rate
TR
PR
and the pressure pmshall lie within the designated areas in
diagram 2 for the laden and unladen states of load.
5.2. For centre-axle trailers fitted withcompressed-air braking
systems:
5.2.1. the permissible relationship between the braking rate
TR
PR
and the pressure pmshall lie within two areas derived from
diagram 2, by multiplying the vertical scale by 0,95, for the laden
and unladen states of load.
5.2.2. If the requirements of point 2.2.1.2.1 of Annex II cannot be satis-
fied due to lack of adhesion, then the centre-axle trailer shall be
fitted withan anti-lock system complying withAnnex X.
6. CONDITIONS TO BE FULFILLED IN THE CASE OF
FAILURE OF THE BRAKING DISTRIBUTION SYSTEM
When the requirements of this Appendix are fulfilled by means of
a special device (e. g. controlled mechanically by the suspension
of the vehicle), it shall be possible, in the event of the failure of
this device or its means of control, to stop the vehicle under the
conditions specified for secondary braking in the case of motor
vehicles; for those vehicles authorised to tow a trailer fitted withair brakes, it shall be possible to achieve a pressure at the
coupling head of the control line within the range specified in
point 3.1.2 of this Appendix. In the event of failure of the means
of controlling the device in trailers and semi-trailers, a braking
rate of at least 30 % of the service braking system performance
prescribed for the vehicle in question shall be attained.
7. MARKINGS
7.1. Vehicles, other than those of category M
1, which meet the
requirements of this Appendix by means of a device mechanically
controlled by the suspension of the vehicle, shall be marked to1971L0320 — EN — 24.10.2002 — 009.001 — 31
▼M7
show the useful travel of the device between the positions corre-
sponding to vehicle unladen and laden states respectively and any
further information to enable the setting of the device to be
checked.
7.1.1. When a load sensing device is controlled via the suspension of
the vehicle by any other means, the vehicle shall be marked
with information to enable the setting of the device to be
checked.
7.2. When the requirements of this Appendix are met by means of a
device which modulates the air pressure in the brake transmis-
sion, the vehicle shall be marked to show the axle loads at the
ground, the nominal outlet pressures of the device and an inlet
pressure of not less than 80 % of the maximum design inlet pres-
sure, as declared by the vehicle manufacturer, for the following
states of load:
7.2.1. Technically permissible maximum axle load for the axle(s) which
control(s) the device.
7.2.2. Axle load(s) corresponding to the mass of the vehicle in running
order as defined in point 2.6 of Annex I to Directive 70/156/EEC.
7.2.3. The axle load(s) approximating to the vehicle with proposed
bodywork in running order where the axle load(s) mentioned in
point 7.2.2 relate(s) to the vehicle chassis with cab.
7.2.4. The axle load(s) designated by the manufacturer to enable the
setting of the device to be checked in service if this is (these
are) different from the loads specified in points 7.2.1, 7.2.2 and
7.2.3.
7.3. Point 1.7.2 of the addendum to the type-approval certificate
(Appendix 1 of Annex IX) shall include information to enable
compliance withth e requirements of points 7.1 and 7.2 to be
checked.
7.4. The markings referred to under points 7.1 and 7.2 shall be affixed
in a visible position in indelible form. An example of the mark-
ings for a mechanically controlled device in a vehicle fitted with
compressed-air braking is shown in diagram 5.
8. PRESSURE TEST CONNECTIONS
8.1. Braking systems incorporating the devices referred to in point 7.2
shall be fitted with pressure test connections in the pressure line
upstream and downstream of the device, at the closest readily
accessible positions. The downstream connection shall not be
required if the pressure at that point can be checked at the
connection required by point 4.1 of Annex III.
8.2. The pressure test connections shall comply with clause 4 of ISO
standard 3583-1984.
9. VEHICLE INSPECTION
During the EC type-approval testing of a vehicle the technical
inspection authority shall verify conformity with the requirements
contained in the present Appendix and carry out any further tests
considered necessary to this end. The report on the additional
tests shall be appended to the EC type-approval certificate.1971L0320 — EN — 24.10.2002 — 009.001 — 32
▼M7
Diagram 1A
Vehiclesofcategory M1andcertainvehicles ofcategoryN1from1October1990
(see point 3.1.1)
1971L0320 — EN — 24.10.2002 — 009.001 — 33
▼M7
Diagram 1B
Motorvehicles(otherthanthoseofcategories M1andN1andfulltrailers
(see point 3.1.1)
NB:The lower limit of the corridor is not applicable for the adhesion utilisation of the
rear axle.1971L0320 — EN — 24.10.2002 — 009.001 — 34
▼M7
Diagram 1C
Vehiclesofcategory N1(withcertain exceptionsfrom1October 1990)
(see point 3.1.1)
NB:The lower limit of the corridor is not applicable for the adhesion utilisation of the
rear axle1971L0320 — EN — 24.10.2002 — 009.001 — 35
▼M7
Diagram 2
Towingvehiclesandtrailers
(see points 3.1.4 and 5)
NB:1. It is understood that, between the values
TM
PM¼0 andTM
PM¼0;1
or
TR
PR¼0 andTR
PR¼0;1
it is not necessary that there should be proportionality between the braking rate
TM
PMorTR
PR
and the control line pressure as measured at the coupling head.
2. The relationships required by the diagram apply progressively for intermediate states
of loading between the laden and the unladen states and shall be achieved by auto-
matic means.1971L0320 — EN — 24.10.2002 — 009.001 — 36
▼M7
Diagram 3
Tractiveunitsforsemi-trailers
(see point 3.1.5)
NB:1. It is understood that, between the values
TM
PM¼0 andTM
PM¼0;1
it is not necessary that there should be proportionality between the braking rate
TM
PM
and the control line pressure as measured at the coupling head.
2. The relationships required by the diagram apply progressively for intermediate states
of loading between the laden and the unladen states and shall be achieved by auto-
matic means.1971L0320 — EN — 24.10.2002 — 009.001 — 37
▼M7
Diagram 4A
Semi-trailers
(see point 4)
NB:1. It is understood that, between the values
TR
PR¼0 andTR
PR¼0;1
it is not necessary that there should be proportionality between braking rate
TR
PR
and the control line pressure as measured at the coupling head.
2. The relationship between the braking rate
TR
PR
and control line pressure for the laden and unladen condition is determined as
follows:
The factors Kc(laden), Kv(unladen) are obtained by reference to diagram 4B.
Contruct the laden und unladen bands by multiplying the upper and lower bound-
aries of the band in diagram 4A shown above by the two factors obtained, Kcand
Kvrespectively.1971L0320 — EN — 24.10.2002 — 009.001 — 38
▼M7
Diagram 4B
(see point 4)
1971L0320 — EN — 24.10.2002 — 009.001 — 39
▼M7
Explanatory note on the use of diagram 4B
1. Formula from which diagram 4B is derived is:
K¼1;7/C00;7PR
PRmax/C20/C21
1;35/C00;96
ER1;0þhR/C01;2 ðÞg/C2P
PR/C18/C19 /C20/C21
/C01;0/C0PR
PRmax/C20/C21hR/C01;0
2;5/C20/C21
2. Description of the method of use by means of a worked example.
2.1 The dashed lines shown on diagram 4B refer to the determination of the factors Kcand
Kvfor the following vehicle where:
Laden Unladen
P 24 tonnes 4,2 tonnes
PR 15 tonnes 3 tonnes
PRmax15 tonnes 15 tonnes
hR1,8 m 1,4 m
ER6,0 m 6,0 m
In the following items the figures in parenthesis relate only to the vehicle being used
for the purpose if illustrating the method of use of Diagram 4B.
2.2 Calculate the ratios:
a)P
PR/C20/C21
laden (= 1,6)
b)P
PR/C20/C21
unladen (= 1,4)
c)P
PRmax/C20/C21
unladen (= 0,2)
2.3. Determination of the laden factor Kc:
(a) Start at appropriate hR(hR= 1,8 m).
(b) Move horizontally to the appropriate gP/PR line (gP/PR = 1,6).
(c) Move vertically to appropriate ERline (ER= 6,0 m).
(d) Move horizontally to Kcscale, Kcis the laden factor required (Kc= 1,04).
2.4. Determination of the unladen factor Kv:
2.4.1. Determination of the factor K2
(a) Start at appropriate hR(hR= 1,4 m).
(b) Move horizontally to appropriatePR/PRmaxline in group of curves nearest to vertical
axis (PR/PRmax= 0,2).
(c) Move vertically to horizontal axis and read off the value of K2(K2= 0,13 m).
2.4.2. Determination of factor K1
(a) Start at appropriate hR(hR= 1,4 m).
(b) Move horizontally to the appropriate gP/PR line (gP/PR = 1,4).
(c) Move vertically to the appropriate ERline (ER= 6,0 m).
(d) Move horizontally to the appropriate PR/PRmaxline in group of curves furthest from
the vertical axis (PR/PRmax= 0,2).
(e) Move vertically to horizontal axis and read off the value of K1(K1= 1,79).
2.4.3. Determination of factor Kv
The unladen factor Kvis obtained from the following expression:
Kv¼K1/C0K2Kv¼1;66 ðÞ :1971L0320 — EN — 24.10.2002 — 009.001 — 40
▼M7
Diagram 5
Loadsensingdevice
(see point 7.4)
1971L0320 — EN — 24.10.2002 — 009.001 — 41
▼M7
ANNEX III
Method of measuring the reaction time for vehicles with compressed-air
brakingsystems
1. GENERAL REQUIREMENTS
1.1. The reaction time for the braking system shall be determined with
the vehicle stationary, the pressure being measured at the opening
of the least favourable brake cylinder. In the case of vehicles
fitted withcombined compressed-air/h ydraulic braking systems,
the pressure may be measured at the opening of the least favour-
able pneumatic unit. For vehicles equipped with load sensing
devices, these shall be set in the ‘laden’ position.
1.2. During the tests, the stroke of the brake cylinders of the indivi-
dual axles shall be that corresponding to the most closely
adjusted brakes.
1.3. The times determined in implementing the provisions of this
Annex shall be rounded to the nearest 10th of a second. If the
figure representing the 100ths is five or more, the reaction time
is rounded up to the next highest 10th.
2. MOTOR VEHICLES
2.1. At the start of each test, the pressure in the reservoirs shall be
equal to the minimum pressure at which the governor starts
feeding the installation again. In installations not fitted with a
governor (e.g. pressure-limited compressor) the pressure in the
reservoir at the start of each test shall be equal to 90 % of the
pressure stated by the manufacturer, as defined in point 1.2.2.1
of Annex IV, to be used for tests prescribed in this Annex.
2.2. Reaction times in terms of actuation time (tf) shall be obtained by
a series of actuations to the fullest extent, starting from the
shortest possible up to a time of about 0,4 seconds. The values
measured shall be given on a diagram.
2.3. Reaction times corresponding to an actuation time of 0,2 seconds
shall be determinant for the test. This reaction time can be
obtained from the diagram by interpolation.
2.4. In the case of the actuation time of 0,2 seconds, the time elapsing
between the beginning of actuation of the control pedal and themoment when the pressure in the brake cylinder reaches 75 %
of its asymptotic value shall not exceed 0,6 seconds.
2.5. In the case of motor vehicles having a brake coupling for trailers,
in addition to the requirements of point 1.1 the reaction time shall
be measured at the extremity of a pipe 2,5 m long with an
internal diameter of 13 mm which shall be joined to the coupling
head of the control line of the service braking system. During this
test a volume of 385 ± 5 cm
3(which is deemed to be equivalent
to the volume of a pipe 2,5 m long with an internal diameter of
13 mm and under a pressure of 6,5 bar) shall be connected to the
coupling head of the supply line.
Tractive units for semi-trailers shall be equipped with flexible
pipes for making the connection to semi-trailers. The coupling
heads will therefore be at the extremity of those flexible pipes.
The length and internal diameter of the pipes is entered at point
2.6.3 of the test report (Annex IX, Appendix 2).
2.6. The time which elapses between the start of the activation of the
control pedal and the moment when the pressure measured at the
coupling head of the control line reaches x % of its asymptotic
value shall not exceed the values listed in the table below:
x (%) t (seconds)
10 0,2
75 0,4
2.7. In the case of motor vehicles authorised to tow trailers of cate-
gory O3or O4fitted withcompressed-air braking systems, in1971L0320 — EN — 24.10.2002 — 009.001 — 42
▼M7
addition to the abovementioned requirements, the prescriptions in
point 2.2.1.18.4.1 of Annex I shall be verified by conducting the
following test:
(a) by measuring the pressure at the extremity of a pipe 2,5 m
long with an internal diameter of 13 mm which shall be
joined to the coupling head of the supply line;
(b) by simulating a failure of the control line at the coupling
head;
(c) by actuating the service braking system control device in 0,2
seconds, as described in point 2.3.
3. TRAILERS (including semi-trailers)
3.1. The reaction times for trailers shall be measured without a towing
vehicle. To simulate the towing vehicle it is necessary to provide
a simulator to which the coupling heads of the control line and of
the supply line of the trailer are to be connected.
3.2. The pressure in the supply line shall be 6,5 bar.
3.3. The simulator shall have the following features:
3.3.1. It shall have a reservoir with a capacity of 30 litres which shall
be charged to a pressure of 6,5 bar before each test and which
shall not be recharged during each test. At the outlet of the
braking control device the simulator shall incorporate an orifice
witha diameter of from 4,0 to 4,3 mm inclusive. Th e volume of
the pipe measured from the orifice up to and including the
coupling head shall be 385 ± 5 cm3(which is deemed to be
equivalent to the volume of a pipe 2,5 m long with an internal
diameter of 13 mm and under a pressure of 6,5 bar). The control
line pressures referred to in point 3.3.3 shall be measured imme-
diately downstream of the orifice.
3.3.2. The braking system control shall be so designed that its perfor-
mance in use is not affected by the tester.
3.3.3. The simulator shall be set, e.g. through the choice of orifice in
accordance withpoint 3.3.1, in sucha way th at, if a reservoir of
385 ± 5 cm3is joined to it, the time taken for the pressure to
increase from 0,65 to 4,9 bar (10 and 75 % respectively of the
nominal pressure of 6,5 bar), shall be 0,2 ± 0,01 seconds. If a
reservoir of 1 155 ± 15 cm3is substituted for the abovementioned
reservoir, the time taken for the pressure to increase from 0,65 to
4,9 bar without further adjustment shall be 0,38 ± 0,02 seconds.
Between these two pressure values the pressure shall increase in
an approximately linear way. These reservoirs shall be connected
to the coupling head without using flexible pipes and shall have
an internal diameter of not less than 10 mm.
3.3.4. The diagram in the Appendix to this Annex gives an example of
the correct configuration and use of the simulator.
3.4. The time elapsing between the moment when the pressure
produced in the control line by the simulator reaches 0,65 bar
and the moment when the pressure in the brake actuator of the
trailer reaches 75 % of its asymptotic value shall not exceed 0,4
seconds.
4. PRESSURE TEST CONNECTIONS
4.1. On eachindependent circuit of th e braking system a pressure test
connection shall be fitted at the closest readily accessible position
to the brake cylinder which is the least favourably placed as far
as reaction time is concerned.
4.2. The pressure test connections shall comply with clause 4 of ISO
standard 3583-1984.1971L0320 — EN — 24.10.2002 — 009.001 — 43
▼M7
Appendix
EXAMPLEOFASIMULATOR
(see Annex III, point 3)
1.Settingthesimulator
2.Testingthetrailer brakingsystemviathesimulator
A = supply connection withsh ut-off valve
C1 = pressure switchin th e simulator, set at 0,65 bar and at 4,9 bar
C2 = pressure switch to be connected to the brake actuator of the trailer, to operate at 75 % of
the asymptotic pressure in the brake actuator CF
CF = brake actuator1971L0320 — EN — 24.10.2002 — 009.001 — 44
▼M7
L = line from orifice O up to and including its coupling head TC, having an inner volume of
385 ± 5 cm3under pressure of 6,5 bar
M = pressure gauge
O = orifice with a diameter of not less than 4 mm and not more than 4,3 mm
PP = pressure test connectionR1 = 30 litre air reservoir withdrain valve
R2 = calibrating reservoir, including its coupling head TC, to be 385 ± 5 cm
3
R3 = calibrating reservoir, including its coupling head TC, to be 1 155 ± 15 cm3
RA = shut-off valve
TA = coupling head, supply line
TC = coupling head, control line
V = braking system controlVRU = emergency relay valve1971L0320 — EN — 24.10.2002 — 009.001 — 45
▼M7
ANNEX IV
Energyreservoirs andsourcesofenergy
A. Compressed-air braking systems
1. CAPACITY OF RESERVOIRS
1.1. General requirements
1.1.1. Vehicles on which the operation of the braking system depends
on the use of compressed-air shall be fitted with reservoirs of a
capacity meeting the requirements of points 1.2 and 1.3.
1.1.2. However, the reservoirs shall not be required to be of a
prescribed capacity if the braking system is such that in the
absence of any energy reserve it is possible to achieve a braking
performance at least equal to that prescribed for the secondary
braking system.
1.1.3. When verifying compliance with the requirements of points 1.2
and 1.3 the brakes shall be adjusted as closely as possible.
1.2. Motor vehicles
1.2.1. The air brake reservoirs of motor vehicles shall be so designed
that after eight full-stroke actuations of the service braking
system control, the pressure remaining in the air brake reservoir
shall be not less than the pressure required to obtain the specified
secondary braking performance.
1.2.2. During the test, the following requirements shall be satisfied:1.2.2.1. The initial pressure in the reservoirs shall be that indicated by the
manufacturer (
1). This pressure shall be such as to enable the
prescribed performance for the service braking system to be
achieved.
1.2.2.2. The reservoir or reservoirs shall not be replenished; in addition,
the reservoir or reservoirs of auxiliary equipment shall be
isolated.
1.2.2.3. In the case of motor vehicles authorised to tow a trailer, the
supply line shall be blocked off and a reservoir of 0,5 litre capa-
city shall be connected to the control line. The pressure in this
reservoir shall be exhausted before each actuation of the brakes.
After the test referred to in point 1.2.1 the pressure in the control
line shall not be less than one half of the pressure obtained at the
first brake application.
1.3. Trailers (including semi-trailers)
1.3.1. Reservoirs fitted to trailers shall be such that after eight full-
stroke actuations of the towing vehicle's service braking system,
the pressure supplied to the operating parts using it does not fall
below a level equivalent to one-half of the figure obtained at the
first brake application and without actuating either the automatic
or the parking braking system of the trailer.
1.3.2. During the test, the following requirements shall be satisfied:
1.3.2.1. The pressure in the reservoirs at the beginning of the test shall be
8,5 bar.
1.3.2.2. The supply line shall be blocked off; in addition, the auxiliary
equipment reservoirs shall be isolated.
1.3.2.3. The reservoir shall not be replenished during the test.1.3.2.4. For each brake application, the pressure in the control line shall
be 7,5 bar.
2. CAPACITY OF ENERGY SOURCES
2.1. General provisions1971L0320 — EN — 24.10.2002 — 009.001 — 46
(1) The initial energy level shall be stated in the information document.
▼M7
Compressors shall satisfy the requirements laid down in the
following points:
2.2. Definitions
2.2.1. p1the pressure corresponding to 65 % of the pressure p2defined
in point 2.2.2.
2.2.2. p2is the value specified by the manufacturer and referred to in
point 1.2.2.1.
2.2.3. T1is the time required for the relative pressure to rise from 0 to
p1;T2is the time required for the relative pressure to rise from 0
to p2.
2.3. Conditions of measurement
2.3.1. In all cases the speed of the compressor shall be that obtained
when the engine is running at the speed corresponding to its
maximum power or at the speed allowed by the governor.
2.3.2. The auxiliary equipment reservoirs shall be isolated during the
tests for determining the periods T1and T2.
2.3.3. On motor vehicles constructed to tow trailers, the trailer shall be
represented by a reservoir whose maximum relative pressure p
(expressed in bars) is that which can be supplied through the
feed circuit of the towing vehicle and whose volume V
(expressed in litres) is given by the formula p × V = 20 R (R
being the permissible maximum load, expressed in metric tonnes,
on the axles of the trailer or semi-trailer).
2.4 Interpretation of results
2.4.1. The time T1for the least efficient reservoir shall not exceed:
— three minutes in the case of vehicles to which the coupling of
a trailer or semi-trailer is not authorised
— six minutes in the case of vehicles to which the coupling of a
trailer or semi-trailer is authorised.
2.4.2. The time T2for the least efficient reservoir shall not exceed:
— six minutes in the case of vehicles to which the coupling of a
trailer or semi-trailer is not authorised
— nine minutes in the case of vehicles to which the coupling of
a trailer or semi-trailer is authorised.
2.5. Additional test
2.5.1. When the vehicle is equipped with an auxiliary equipment reser-
voir or reservoirs witha total capacity exceeding 20 % of th e
total capacity of the brake reservoirs, an additional test shall be
carried out during the course of which there shall be no interfer-
ence with the functioning of the valves controlling the filling of
the auxiliary equipment reservoir(s). A check shall be made
during the course of this test that the period T3required to bring
about a rise in the pressure in the brake reservoirs from 0 to p2is
less than:
— eight minutes in the case of vehicles to which the coupling of
a trailer or semi-trailer is not authorised
— eleven minutes in the case of vehicles to which the coupling
of a trailer or semi-trailer is authorised.
2.5.2. The test shall be performed in the conditions prescribed in points
2.3.1 and 2.3.3.
2.6 Towing vehicles
2.6.1. Vehicles to which the coupling of a category O vehicle is
authorised shall also comply with the above requirements for
vehicles not so authorised. In that case, the tests in points 2.4.1,
2.4.2 (and 2.5.1) will be conducted without the reservoir
mentioned in item 2.3.3 of this Annex.
3. PRESSURE TEST CONNECTIONS
3.1. A pressure test connection shall be fitted at the closest readily
accessible position to the least-favourably placed reservoir within
the meaning of point 2.4 of this Annex.
3.2. The pressure test connections shall comply with clause 4 of ISO
standard 3583-1984.1971L0320 — EN — 24.10.2002 — 009.001 — 47
▼M7
B. Vacuum braking systems
1. CAPACITY OF RESERVOIRS
1.1. General
1.1.1. Vehicles on which the operation of the braking system requires
the use of a vacuum shall be equipped with reservoirs of a capa-
city meeting the requirements of points 1.2 and 1.3 below.
1.1.2. However, the reservoirs shall not be required to be of a
prescribed capacity if the braking system is such that in the
absence of any energy reserve it is possible to achieve a braking
performance at least equal to that prescribed for the secondary
braking system.
1.1.3. In verifying compliance withth e requirements of points 1.2 and
1.3 below, the brakes shall be adjusted as closely as possible.
1.2. Motor vehicles
1.2.1. The reservoirs of motor vehicles shall be such that it is still
possible to achieve the performance prescribed for the secondary
braking system
1.2.1.1. after eight full-stroke actuations of the service braking system
control where the energy source is a vacuum pump; and
1.2.1.2. after four full-stroke actuations of the service braking system
control where the energy source is the engine.
1.2.2. Testing shall be performed in conformity with the following
requirements:
1.2.2.1. The initial energy level in the reservoir(s) shall be that specified
by the manufacturer. It shall be such as to enable the prescribed
service-braking performance to be achieved and shall correspond
to a vacuum not exceeding 90 % of the maximum vacuum furn-
ished by the energy source (1);
1.2.2.2. The reservoir(s) shall not be fed; in addition, any reservoir(s) for
auxiliary equipment shall be isolated.
1.2.2.3. In the case of motor vehicles authorised to tow a trailer, the
supply line shall be blocked off and a reservoir of 0,5 litre capa-
city shall be connected to the control line. After the test referred
to in point 1.2.1, the vacuum level provided at the control line
shall not have fallen below a level equivalent to one-half of the
figure obtained at the first brake application.
1.3. Trailers(category O1and O2only)
1.3.1. The reservoir(s) with which trailers are equipped shall be such
that the vacuum level provided at the user points shall not have
fallen below a level equivalent to one-half of the value obtained
at the first brake application after a test comprising four full-
stroke actuations of the trailer's service braking system.
1.3.2. Testing shall be performed in conformity with the following
requirements:
1.3.2.1. The initial energy level in the reservoir(s) shall be that specified
by the manufacturer. It shall be such as to enable the prescribed
service braking performance to be achieved1.
1.3.2.2. The reservoir(s) shall not be fed; in addition, any reservoir(s) for
auxiliary equipment shall be isolated.
2. CAPACITY OF ENERGY SOURCES
2.1. General
2.1.1. Starting from the ambient atmospheric pressure, the energy
source shall be capable of achieving in the reservoir(s) in three
minutes, the initial level specified in point 1.2.2.1. In the case of
a motor vehicle to which the coupling of a trailer is authorised,
the time taken to achieve that level in the conditions specified in
point 2.2 shall not exceed six minutes.
2.2. Conditions of measurement1971L0320 — EN — 24.10.2002 — 009.001 — 48
(1) The initial energy level shall be stated in the information document.
▼M7
2.2.1. The speed of the vacuum source shall be:
2.2.1.1. Where the vacuum source is the vehicle engine, the engine speed
obtained with the vehicle stationary, the neutral gear engaged and
the engine idling;
2.2.1.2. where the vacuum source is a pump, the speed obtained with the
engine running at 65 % of the speed corresponding to its
maximum power output; and
2.2.1.3. where the vacuum source is a pump and the engine is equipped
witha governor, th e speed obtained withth e engine running at
65 % of the maximum speed allowed by the governor.
2.2.2. Where it is intended to couple to the motor vehicle a trailer
whose service braking system is vacuum-operated, the trailer
shall be represented by an energy storage device having a capa-
city V in litres determined by the formula:
V¼15/C2R
where R is the maximum permissible mass, in metric tonnes, on
the axles of the trailer.
C. Hydraulic braking systems with stored energy
1. CAPACITY OF STORAGE DEVICES (ENERGY ACCUMULA-
TORS)
1.1. General
1.1.1. Vehicles on which the operation of the braking system requires
the use of stored energy provided by hydraulic fluid under pres-
sure shall be equipped with energy storage devices (energy
accumulators) of a capacity meeting the requirements of point
1.2 below.
1.1.2. However, the energy storage devices shall not be required to be
of a prescribed capacity if the braking system is such that in the
absence of any energy reserve it is possible withth e service
braking system control to achieve a braking performance at least
equal to that prescribed for the secondary braking system.
1.1.3. In verifying compliance withth e requirements of points 1.2.1,
1.2.2 and 2.1 below, the brakes shall be adjusted as closely as
possible and, for point 1.2.1, the rate of full-stroke actuations
shall be such as to provide an interval of at least one minute
between eachactuation.
1.2. Motor vehicles
1.2.1. Motor vehicles equipped with a hydraulic braking system with
stored energy shall meet the following requirements:
1.2.1.1. After eight full-stroke actuations of the service braking system
control, it shall still be possible to achieve, on the ninth applica-
tion, the performance prescribed for the secondary braking
system.
1.2.1.2. Testing shall be performed in conformity with the following
requirements:
1.2.1.2.1. Testing shall commence at a pressure that may be specified by
the manufacturer but is not higher than the cut-in pressure.
1.2.1.2.2. The accumulator(s) shall not be fed; in addition, any accumula-
tor(s) for auxiliary equipment shall be isolated.
1.2.2. Motor vehicles equipped with a hydraulic braking system with
stored energy which cannot meet the requirements of point
2.2.1.5.1 of Annex I shall be deemed to satisfy that point if the
following requirements are met:
1.2.2.1. After any single transmission failure it shall still be possible after
eight full-stroke actuations of the service braking system control,
to achieve, at the ninth application, at least the performance
prescribed for the secondary braking system or, where secondary
performance requiring the use of stored energy is achieved by a
separate control, it shall still be possible after eight full-stroke
actuations to achieve, at the ninth application, the residual perfor-
mance prescribed in point 2.2.1.4 of Annex I.1971L0320 — EN — 24.10.2002 — 009.001 — 49
▼M7
1.2.2.2. Testing shall be performed in conformity with the following
requirements:
1.2.2.2.1. withth e energy source stationary or operating at a speed corre-
sponding to the engine idling speed, any transmission failure
may be induced. Before inducing sucha failure th e energy
storage device(s) shall be at a pressure that may be specified by
the manufacturer but not exceeding the cut-in pressure.
1.2.2.2.2. The auxiliary equipment and its accumulators, if any, shall be
isolated.
2. CAPACITY OF HYDRAULIC FLUID ENERGY SOURCES
2.1. The energy sources shall meet the requirements set out in the
following paragraphs:
2.1.1. Definitions
2.1.1.1. ‘p1’ represents the maximum system operational pressure (cut-out
pressure) in the accumulator(s) specified by the manufacturer.
2.1.1.2. ‘p2’ represents the pressure after four full-stroke actuations with
the service braking system control, starting at p1, without having
fed the accumulator(s).
2.1.1.3. ‘t’ represents the time required for the pressure to rise from p2to
p1in the accumulator(s) without application of the service braking
system control.
2.1.2. Conditions of measurement2.1.2.1. During the test to determine the time t, the feed rate of the energy
source shall be that obtained when the engine is running at the
speed corresponding to its maximum power or at the speed
allowed by the governor.
2.1.2.2. During the test to determine the time t, accumulator(s) for
auxiliary equipment shall not be isolated other than automatically.
2.1.3. Interpretation of results2.1.3.1. In the case of all vehicles except those of categories M
3,N2and
N3, the time t shall not exceed 20 seconds.
2.1.3.2. In the case of vehicles of categories M3,N2and N3, the time t
shall not exceed 30 seconds.
3. CHARACTERISTICS OF ALARM DEVICES
With the engine stationary and commencing at a pressure that
may be specified by the manufacturer but does not exceed the
cut-in pressure, the alarm device shall not operate following two
full-stroke actuations of the service braking system control.1971L0320 — EN — 24.10.2002 — 009.001 — 50
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ANNEX V
Springbrakes
1. DEFINITIONS
1.1. ‘Spring brakes’ are braking devices for which the energy required
for braking is supplied by one or more springs acting as an
energy accumulator.
1.1.1. The energy necessary to compress the spring in order to release
the brake shall be supplied and controlled by the ‘control’ actu-
ated by the driver (see definition in point 1.4 of Annex I).
1.2. ‘Spring compression chamber’ means the chamber where the
pressure variation that induces the compression of the spring is
actually produced.
1.3. If the compression of the springs is obtained by means of a
vacuum device, ‘pressure’ shall mean negative pressure every-
where in this Annex.
2. GENERAL REQUIREMENTS
2.1. A spring brake shall not be used as a service brake. However, in
the event of a failure in a part of the transmission of the service
braking system, a spring brake may be used to achieve the resi-
dual performance prescribed in point 2.2.1.4 of Annex I, provided
that the driver can graduate this action. In the case of motor vehi-
cles, with the exception of towing vehicles for semi-trailers
meeting the requirements specified in point 2.2.1.4.3 of Annex I,
the spring brake shall not be the sole source of residual braking.
Vacuum spring brakes shall not be used for trailers.
2.2. A small variation in any of the pressure limits which may occur
in the spring compression chamber feed circuit shall not cause a
significant variation in the braking force.
2.3. The feed circuit to the spring compression chamber shall either
include an own energy reserve or shall be fed from at least two
independent energy reserves. The trailer supply line may be
branched from this feed line under the condition that a pressure
drop in the trailer supply line shall not be able to apply the spring
brake actuators. Auxiliary equipment may only draw its energy
from the feed line for the spring brake actuators under the condi-
tion that its operation, even in the event of damage to the energy
source, cannot cause the energy reserve for the spring brake
actuators to fall below a level from which one release of the
spring brake actuators is possible. In any case during re-charging
of the braking system from zero pressure, the spring brakes shall
not release until the pressure in the service braking system is
sufficient to ensure at least the prescribed secondary braking
performance of the laden vehicle, using the service braking
system control. Similarly, once applied, the spring brakes shall
not release unless there is sufficient pressure in the service
braking system to at least provide the prescribed residual braking
performance of the laden vehicle by application of the service
braking control.
This item does not apply to trailers.
2.4. In motor vehicles, the system shall be so designed that it is
possible to apply and release the brakes at least three times if
the initial pressure in the spring compression chamber is equal
to the maximum design pressure. In the case of trailers, it shall
be possible to release the brakes at least three times after the
trailer has been uncoupled, the pressure in the supply line being
6,5 bar before the uncoupling. These conditions shall be satisfied
when the brakes are adjusted as closely as possible. In addition, it
shall be possible to apply and release the parking brake as speci-
fied in Annex I point 2.2.2.10, when the trailer is coupled to the
towing vehicle.
2.5. In the case of motor vehicles, the pressure in the spring compres-
sion chamber beyond which the springs begin to actuate the
brakes, the latter being adjusted as closely as possible, shall not
be greater than 80 % of the minimum level of the normal avail-
able pressure. In the case of trailers, the pressure in the spring1971L0320 — EN — 24.10.2002 — 009.001 — 51
▼M7
compression chamber beyond which the springs begin to actuate
the brakes shall not be greater than that obtained after four full-
stroke actuations of the service braking system in accordance
withAnnex IV, point 1.3. Th e initial pressure is fixed at 6,5 bar.
2.6. When the pressure in the line feeding energy to the spring
compression chamber — excluding lines of an auxiliary release
device using a fluid under pressure — falls to the level at which
the brake parts begin to move, an optical or audible warning
device shall be actuated. Provided this requirement is met, the
warning device may be that specified in point 2.2.1.13 of Annex
I. This provision does not apply to trailers.
2.7. On motor vehicles fitted with spring brakes and authorised to tow
trailers withcontinuous or semi-continuous brakes, automatic
application of the spring brakes shall cause the trailer brakes to
be applied.
3. RELEASE SYSTEM
3.1. A spring braking system shall be so designed that, in the event of
a failure in that system, it is still possible to release the brakes.
This may be achieved by the use of an auxiliary release device
(pneumatic, mechanical, etc.). Auxiliary release devices using an
energy reserve for releasing, shall draw their energy from an
energy reserve which is independent from the energy reserve
normally used for the spring braking system.
The pneumatic or hydraulic fluid in such an auxiliary release
device may act on the same piston surface in the spring compres-
sion chamber, which is used for the normal spring braking
system, under the condition that the auxiliary release device uses
a separate line. The junction of this line with the normal line
connecting the control device with the spring brake actuators,
shall be at each spring brake actuator immediately before the
port to the spring compression chamber, if not integrated in the
body of the actuator. This junction shall include a device which
prevents an influence of one line on the other. The requirements
of point 2.2.1.6 of Annex I also apply to this device.
3.1.1. For the purposes of the requirement of point 3.1, components of
the braking system transmission shall not be regarded as subject
to failure if under the terms of point 2.2.1.2.7 of Annex I they are
not regarded as liable to breakage, provided that they are made of
metal or of a material having similar characteristics and do not
undergo significant distortion in normal braking.
3.2. If the operation of the auxiliary device referred to in point 3.1
requires the use of a tool or spanner, that tool or spanner shall
be kept on the vehicle.1971L0320 — EN — 24.10.2002 — 009.001 — 52
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ANNEX VI
Parking braking by mechanical locking of the brake cylinders (lock actua-
tors)
1. DEFINITION
Mechanical locking of the brake cylinders means a device for
ensuring parking braking by mechanical wedging of the brake
piston rod.
Mechanical locking occurs when the locking chamber is emptied
of compressed air; the mechanical locking device shall bedesigned in such a way that it can be released when the locking
chamber is again subjected to pressure.
2. SPECIAL PROVISIONS
2.1. When the pressure in the locking chamber approaches the level
corresponding to mechanical locking, an optical or audible
warning system shall be actuated.
This provision does not apply to trailers. In the case of trailers the
pressure corresponding to mechanical locking shall not exceed 4
bar. It shall be possible to achieve parking brake performance
after any single failure of the trailer service braking system. In
addition, it shall be possible to release the brakes at least three
times after the trailer has been uncoupled, the pressure in the
supply line being 6,5 bar before the uncoupling. These conditions
shall be satisfied when the brakes are adjusted as closely as
possible. It shall also be possible to apply and release the parking
braking system as specified in Annex I, point 2.2.2.10, when the
trailer is coupled to the towing vehicle.
2.2. In the case of brake actuators fitted with a mechanical locking
device, the brake actuator shall be capable of being actuated by
either of two energy reserves.
2.3. The locked brake cylinder may only be released if it is certain
that the brake can be operated again after such release.
2.4. In the event of a failure of the source of energy supplying the
locking chamber, an auxiliary unlocking device (mechanical or
pneumatic, for instance) using, for example, the air in one of the
tyres of the vehicle, shall be provided.
2.5. The control shall be such that, when actuated, it performs the
following operations in sequence: it applies the brakes so as to
provide the degree of efficiency required for parking braking,
locks the brakes in that position and then cancels out the brake-
application force.1971L0320 — EN — 24.10.2002 — 009.001 — 53
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ANNEX VII
Cases in which Type I and/or II (or IIA) or III tests do not have to be
carriedoutonavehiclesubmittedfortype-approval
1. Type I and/or II (or IIA) or Type III tests shall not have to be
carried out on a vehicle submitted for type-approval in the
following cases:
1.1. Where the vehicle in question is a motor vehicle, a trailer or a
semi-trailer which, in respect of tyres, braking energy absorbed
by eachaxle and meth od of fitting of tyres and brakes, is iden-
tical, as far as braking is concerned, to a motor vehicle, or
trailer, or semi-trailer which:
1.1.1. has passed a Type I and/or II (or IIA) or III test1.1.2. has been type-approved, with regard to braking energy absorbed,
for mass per axle not lower than that of the vehicle concerned.
1.2. Where the vehicle in question is a motor vehicle, a trailer or a
semi-trailer of which the axle or axles, in respect of tyres, braking
energy absorbed by eachaxle and meth od of fitting tyres and
brakes, is or are identical, as far as braking is concerned, to an
axle or axles which has or have individually passed a Type I
and/or II (or IIA) or Type III test for mass per axle not lower
than that of the vehicle concerned, provided that the braking
energy absorbed by eachaxle does not exceed th e energy
absorbed by that axle during the reference test or tests carried
out separately on that axle.
1.3. Where the vehicle submitted for type-approval is fitted with a
retarder, other than an engine brake, identical to a retarder which
has already been tested under the following conditions:
1.3.1. In a test carried out on a gradient of at least 6 % (Type II test) or
of at least 7 % (Type IIA test), this retarder has, on its own, stabi-
lised the speed of a vehicle with a maximum mass at the time of
testing at least equal to the maximum mass of the vehicle
submitted for type-approval.
1.3.2. During the above test it shall be verified that the speed of rotation
of the revolving parts of the retarder is such that, when the
vehicle is travelling at a speed of 30 km/h, the retarding torque
is at least equal to the retarding torque in the test mentioned in
point 1.3.1.
1.4. Where the vehicle concerned is a trailer equipped with ‘S’-cam
air-operated brakes (
1) which satisfies the verification require-
ments of Appendix I to this Annex relating to a report of a
reference axle test as shown in Appendix 2 of this Annex.
2. The term ‘identical’ as used in points 1.1, 1.2 and 1.3 means
identical as regards the geometrical and mechanical characteris-
tics of the vehicle parts mentioned in those items, and also as
regards the characteristics of the materials from which these parts
are made.
3. When advantage is taken of the above provisions, the type-
approval communication in respect of braking (Annex IX,
Appendix 2) shall contain the following particulars:
3.1. Where point 1.1 is applicable, the type of the approval number of
the vehicle on which the Type I and/or II (or IIA) or III test
serving as a reference test has been carried out (point 2.7.1).
3.2. Where point 1.2 is applicable, the table in point 2.7.2 shall be
completed.
3.3. Where point 1.3 is applicable, the table in point 2.7.3 shall be
completed.
3.4. Where point 1.4 is applicable, the table in point 2.7.4 shall be
completed.1971L0320 — EN — 24.10.2002 — 009.001 — 54
(1) Other brake designs may be approved upon presentation of equivalent information.
▼M7
4. When a person applying for type-approval in a Member State
refers to a type-approval granted in another Member State, that
person shall produce the documents relating to such approval.1971L0320 — EN — 24.10.2002 — 009.001 — 55
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Appendix 1
AlternativeproceduresforTypeIandTypeIIItestsfortrailer brakes
1. GENERAL
1.1. In accordance with point 1.4 of this Annex, the Type I and Type
III fade tests may be waived at the time of type-approval of the
vehicle provided that the braking system components comply
with the requirements of this Appendix and that the resulting
predicted brake performance meets the prescriptions of this
Directive for the appropriate vehicle category.
1.2. Tests carried out in accordance with the methods detailed in this
Appendix shall be deemed to meet the above requirements.
2. SYMBOLS AND DEFINITIONS (the reference brake symbols
shall have the ‘e’)
P = normal reaction of road surface on the axle under
static conditions
C = camshaft input torque
Cmax= maximum technically permissible camshaft input
torque
Co= threshold camshaft input torque, i.e. minimum
camshaft torque necessary to produce a measurable
brake torque
R = tyre rolling radius (dynamic)
T = brake force at tyre/road interface
M = brake torque = T × R
z = braking rate T/P = M/RP
s = actuator stroke (working stroke plus free stroke)
sp= effective stroke — the stroke at which the output
thrust is 90 % of the average thrust (ThA)
ThA= average thrust — the average thrust shall be deter-
mined by integrating the values between one-third
and two-thirds of the total stroke (smax).
l = lever length
r = radius of brake drump = brake actuation pressure
3. TEST METHODS
3.1. Track tests
3.1.1. The brake performance tests should preferably be carried out on a
single axle only.
3.1.2. The results of tests on a combination of axles may be used accor-
dance withpoint 1.1 provided th at eachaxle contributes equal
braking energy input during the drag and hot brake tests.
3.1.2.1. This is ensured if the following are identical for each axle: brake
geometry (Figure 2), lining, wheel mounting, tyres, actuation and
pressure distribution in the actuators.
3.1.2.2. The result recorded for a combination of axles will be the average
value for these axles.1971L0320 — EN — 24.10.2002 — 009.001 — 56
▼M7
3.1.3. The axle(s) should preferably be loaded with the maximum static
axle load, though this is not essential provided that due allowance
is made during the tests for the difference in rolling resistance
caused by a different load on the test axle(s).
3.1.4. Allowance shall be made for the effect of the increased rolling
resistance resulting from a combination of vehicles being used to
carry out the tests.
3.1.5. The initial speed of the test is prescribed. The final speed shall be
calculated by the following formula:
v2¼v1ﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃﬃ
P0þP1
P0þP1þP2r
where
v1= initial speed (km/h)
v2= final speed (km/h)
v0= mass of the towing vehicle (kg) under test conditions
P1= mass of the trailer borne by the non-braked axle(s) (kg)
P2= mass of the trailer borne by the braked axle(s) (kg).
3.2. Inertia dynamometer tests
3.2.1. The test machine shall have a rotary inertia simulating that part
of the linear inertia of the vehicle mass acting upon one wheel,
necessary for the cold performance and hot performance tests,
and capable of being operated at constant speed for the purpose
of the test described in points 3.5.2 and 3.5.3.
3.2.2. The test shall be carried out with a complete wheel, including the
tyre, mounted on the moving part of the brake, as it would be on
the vehicle. The inertia mass may be connected to the brake
either directly or via the tyres and wheels.
3.2.3. Air cooling at a velocity and air flow direction simulating actual
conditions may be used during the heating runs, the speed of air
flow being not greater than 10 km/h. The temperature of the
cooling air shall be the ambient temperature.
3.2.4. Where the tyre rolling resistance is not automatically compen-
sated for in the test, the torque applied to the brake shall be
modified by subtracting a torque equivalent to a rolling resistance
coefficient of 0,01.
3.3. Rolling road dynamometer tests
3.3.1. The axle should preferably be loaded with the maximum static
axle load, though this is not essential provided that due allowance
is made during the tests for the difference in rolling resistance
caused by a different mass on the test axle.
3.3.2. Air cooling at a velocity and air flow direction simulating actual
conditions may be used during the heating runs, the speed of air
flow being not greater than 10 km/h. The temperature of the
cooling air shall be the ambient temperature.
3.3.3. The braking time has a duration of 1 second after a maximum
build-up time of 0,6 seconds.
3.4. Test conditions
3.4.1. The test brake(s) shall be instrumented so that the following
measurements can be taken:
3.4.1.1. A continuous recording to enable the brake torque or force at the
periphery of the tyre to be determined.
3.4.1.2. A continuous recording of air pressure in the brake actuator.
3.4.1.3. Speed during the test.
3.4.1.4. Initial temperature on the outside of the brake drum.
3.4.1.5. Brake actuator stroke used during the Type 0 test and Type I or
Type III tests as applicable.
3.5. Test procedures
3.5.1. Supplementary cold performance test
3.5.1.1. This test shall be carried out at an initial speed equivalent to 40
km/hin th e case of Type I test and 60 km/hin th e case of Type1971L0320 — EN — 24.10.2002 — 009.001 — 57
▼M7
III test in order to evaluate the hot braking performance at the
end of Type I and Type III tests.
3.5.1.2. Three brake aplications shall be made at the same pressure (p)
and at an initial speed equivalent to 40 km/h(in th e case of
Type I test) or to 60 km/h(in th e case of Type III test), withan
approximately equal initial brake temperature not exceeding
100 ºC, measured at the outside surface of the drum. The applica-
tions are at the brake actuator pressure required to give a brake
torque or force equivalent to a braking rate (z) of at least 0,50.
The brake actuator pressure shall not exceed 6,5 bar, and the
camshaft input torque (C) shall not exceed the maximum techni-
cally permissible camshaft input torque (Cmax). The average of the
three results shall be taken as the cold performance.
3.5.2. Type I test
3.5.2.1. This test shall be carried out at a speed equivalent to 40 km/h
withan initial brake temperature not exceeding 100 ºC, measured
at the outside surface of the drum.
3.5.2.2. A braking rate shall be maintained at 0,07 including the rolling
resistance (see point 3.2.4).
3.5.2.3 The duration of the test shall be two minutes and 33 seconds or
1,7 km at 40 km/h. If the test velocity cannot be achieved then
the duration of the test can be lengthened according to point
1.3.2.2. of Annex II.
3.5.2.4. Not later than 60 seconds after the end of the Type I fade test, a
hot performance test shall be carried out in accordance with point
1.3.3 of Annex II at an initial speed equivalent to 40 km/h. The
brake actuator pressure shall be that used during the cold perfor-
mance test.
3.5.3. Type III test (fade test)
3.5.3.1. Test methods for repeated braking.
3.5.3.1.1. Track tests (see Annex II, point 1.6).3.5.3.1.2. Inertia dynamometer test.
For the bench test as in Annex VII, Appendix 1, point 3.2, the
conditions may be as for the road test according to Annex II point
1.6.1 where
v
2¼v1
2
3.5.3.1.3. Rolling road dynamometer test
For the bench test as in Annex VII, Appendix 1, point 3.3, the
conditions shall be as follows:
Number of brake applications 20
Duration of braking cycle
(braking time 25 seconds and recovery time 35
seconds)60secon-
ds
Test speed 30 km/h
Braking rate 0,06
Rolling resistance 0,01.
3.5.3.2. Not later than 60 seconds after the end of the Type III test a hot
performance test shall be carried out in accordance with point
1.6.2 of Annex II to this Directive. The brake actuator pressure
shall be that used during the Type 0 test.
3.6. Test report
3.6.1. The result of tests carried out in accordance with point 3.5 shall
be reported on a form, a model of which is shown in Appendix 2
to this Annex.
3.6.2. The brake and the axle shall be identified. Particulars of the
brakes, the axle, the technically permissible mass and the numer
of the corresponding test report shall be marked on the axle.1971L0320 — EN — 24.10.2002 — 009.001 — 58
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4. VERIFICATION
4.1. Verification of components
The brake specification of the vehicle to be type-approved shall
be verified by satisfying eachof th e following criteria:
Item Criteria
4.1.1. (a) Brake drum cylindrical section No change allowed
(b) Brake drum material No change allowed
(c) Brake drum mass May change between − 0 and + 20 % of
the reference drum mass
4.1.2. (a) Proximity of wheel to outside surface
of brake drum (dimension E)Tolerances to be determined by the tech-
nical service conducting the approval
tests
(b) Part of brake drum not covered by
wheel (dimension F)
4.1.3. (a) Brake lining material
No change allowed(b) Brake lining width
(c) Brake lining thickness
(d) Brake lining actual surface
(e) Brake lining method of attachment
4.1.4. Brake geometry (Figure 2) No change allowed
4.1.5. Tyre rolling radius (R) May change subject to the requirements
of point 4.3.1.4 of this Appendix
4.1.6. (a) Average thrust (THA) May change provided that the predicted
performance meets the requirements of
point 4.3 of this Appendix
(b) Actuator stroke (s)
(c) Lever length
(d) Brake actuation pressure (p)
4.1.7. Static mass (P) P shall not exceed Pe(see point 2)
4.2. Verfication of brake forces developed
4.2.1. The brake forces (T) for each subject brake (for the same control
line pressure pm) necessary to produce the drag force specified for
both Type I and Type III test conditions shall not exceed the
values Teas stated in the Record of Test Results, Appendix 2,
point 2 of this Annex, which were taken as a basis for the test
of the reference brake.
4.3. Verification of hot performance
4.3.1. The brake force (T) for each subject brake for a specified pres-
sure (p) in the actuators and control line pressure (pm) used
during the Type 0 test if the subject trailer shall be determined
by the methods described in items points 4.3.1.1 to 4.3.1.4.
4.3.1.1. The predicted actuator stroke (s) of the subject brake shall be
determined from the following relationship:
s¼l/C2se
le
s shall not exceed the effective stroke (sp).
4.3.1.2. The average thrust output (ThA) of the actuator fitted to the
subject brake at the pressure specified in point 4.3.1 shall be
determined.1971L0320 — EN — 24.10.2002 — 009.001 — 59
▼M7
4.3.1.3. The camshaft input torque (C) shall be then given by
C¼ThA/C2l
C shall not exceed Cmax.
4.3.1.4. The predicted brake performance for the subject brake shall be
given by
T¼Te/C00;01 Pe ðÞ /C2C/C0Co ðÞ
Ce/C0Coe ðÞ/C2Re
Rþ0;01 P
R shall not be less than 0,8 Re.
4.3.2. The predicted brake performance for the subject trailer shall be
given by:
TR
PR¼PTPP
4.3.3. The hot performances following the Type I or Type III tests shall
be determined in accordance withpoints 4.3.1.1, 4.3.1.2, 4.3.1.3
and 4.3.1.4. The resulting predictions given by point 4.3.2 shall
satisfy the requirements of this Directive for the subject trailer.
The value used for the ‘figure recorded in the Type 0 test’, as
prescribed in Annex II, point 1.3.3 of 1.6.2 shall be the figure
recorded in the Type 0 test of the subject trailer.1971L0320 — EN — 24.10.2002 — 009.001 — 60
▼M7
Appendix 2
Modelreference axletestreportformasprescribedinAppendix1,point3.6
1971L0320 — EN — 24.10.2002 — 009.001 — 61
▼M7
1971L0320 — EN — 24.10.2002 — 009.001 — 62
▼M7
Figure 1
Sectionthroughaxleassembly
1971L0320 — EN — 24.10.2002 — 009.001 — 63
▼M7
Figure 2
Brakegeometry
1971L0320 — EN — 24.10.2002 — 009.001 — 64
▼M7
ANNEX VIII
Conditions governing the testing of vehicles with inertia (overrun) braking
systems
1. GENERAL PROVISIONS
1.1. The ‘inertia (overrun) braking system’ of a trailer comprises the
control device, the transmission and the brake, as defined in point
1.4.
1.2. The ‘control device’ is the combination of components
comprising the coupling head.
1.3. The ‘transmission’ is the combination of components comprised
between the coupling head and the first part of the brake.
1.4. The ‘brake’ is the part in which the forces opposing the move-
ment of the vehicle develop. The first part of the brake is either
the lever actuating the brake cam or similar parts (mechanical-
transmission inertia brake) or the brake cylinder (hydraulic-trans-
mission inertia brake).
1.5. Braking systems in which accumulated energy (for instance, elec-
tric, pneumatic or hydraulic) is transmitted to the trailer by the
towing vehicle and is only controlled by the force at the coupling
shall not be deemed to be inertia braking systems within the
meaning of this Directive.
1.6. Tests
1.6.1. Determination of the main characteristics of the brake.1.6.2. Determination of the main characteristics of the control device
and testing as to whether that device conforms with the provi-
sions of this Directive.
1.6.3. Testing on the vehicle:
— the compatibility of the control device and the brake
— the transmission.
2. SYMBOLS AND DEFINITIONS
2.1. Units used
2.1.1. Masses: kg2.1.2. Forces: N
2.1.3. Torques and moments: Nm
2.1.4. Areas: cm
2
2.1.5. Pressures: bar
2.1.6. Lengths: units specified in each case.
2.1.7. Acceleration due to gravity: g = 10 m/s2.
2.2. Symbols valid for all types of braking systems (see diagram 1 in
Appendix 1)
2.2.1. GA: ‘maximum mass’ of the trailer declared to be technically
permissible by the manufacturer
2.2.2. GA: ‘maximum mass’ of the trailer which, according to the
manufacturer's declaration, can be braked by the control
device
2.2.3. GB: ‘maximum mass’ of the trailer which can be braked by
the joint operation of all the trailer brakes
GB=n×GBo
2.2.4. GBo: fraction of the permissible ‘maximum mass’ which,
according to the manufacturer's declaration, can be
braked by one brake
2.2.5. B*: braking force required1971L0320 — EN — 24.10.2002 — 009.001 — 65
▼M7
2.2.6. B: required braking force taking account of rolling resis-
tance
2.2.7. D*: permitted thrust on coupling
2.2.8. D: load on the coupling
2.2.9. P ′: control device output force
2.2.10. K: supplementary force of control device by convention;
this is defined as the force D corresponding to the point
of intersection of the x axes of the extrapolated curve
expressing P ′in terms of D, measured withth e control
system in the mid-travel position (see diagrams 2 and 3
in Appendix 1)
2.2.11. KA: threshold force of control device — this is the maximum
force on the coupling head which can be applied for a
short period of time without producing any output force
on the control device. By convention, KAis defined as
the force measured when force begins to be exerted on
the coupling head at a speed of from 10 to 15 mm/s, the
control device transmission being uncoupled
2.2.12. D1: this is the maximum force applied to the coupling head
when it is forced rearward at a speed of s mm/s ± 10 %,
the transmission being uncoupled
2.2.13. D2: This is the maximum force applied to the coupling head
when this is pulled forward at a speed of s mm/s ± 10 %
from its rearmost position, the transmission being
uncoupled
2.2.14. ηH0: efficiency of the inertia control device
2.2.15. ηH1: efficiency of the transmission system
2.2.16. ηH: total efficiency of the control device and of the trans-
mission
ηH=ηH0×ηH1
2.2.17. s: travel of control (expressed in millimetres)
2.2.18. s ′: effective travel of control (expressed in millimetres)
fixed in accordance withth e requirements of point 9.4.1
2.2.19. s ″: spare travel of the master cylinder actuator, measured in
millimetres at the coupling head
2.2.20. s0: loss of travel, that is to say the travel, measured in milli-
metres, of the coupling head when it is actuated in such
a way as to travel from a point 300 mm above the hori-
zontal plane to a point 300 mm below, the transmission
remaining stationary
2.2.21. 2sB: brake-shoe lift measured on the diameter parallel to the
operating mechanism and without the brakes being
adjusted during the test (expressed in millimetres)
2.2.22. 2sB*: minimum brake shoe centre lift (minimum brake shoe
application travel), in millimetres, for wheel brakes
withdrum brakes:
2sB/C3¼2;4þ4
1000/C22r
2r being the diameter of the brake drum expressed in
millimetres (see diagram 4 in Appendix 1)
for wheel brakes with disc brakes with hydraulic trans-
mission:
2sB/C3¼1;110/C2V60
FRZþ1
1000/C22rA
where:
V60= fluid volume absorption of one wheel brake at a
pressure corresponding to a braking force of
1,2 1,2 B* = 0,6 × GBoand a maximum tyre radius,1971L0320 — EN — 24.10.2002 — 009.001 — 66
▼M7
2rA= outer diameter of brake disc
(V60in cm3,FRZin cm2and rAin mm)
2.2.23. M: braking moment2.2.24. R: dynamic tyre rolling radius in metres, rounded to the
nearest centimetre
2.2.25. n: number of brakes2.2.26. D
A: application force at input side of the control device, at
which the overload protector is activated
2.2.27. MA: braking torque at which the overload protector is acti-
vated
2.3. Symbols for mechanical transmission braking systems (see
diagram 5 in Appendix 1)
2.3.1. iHo: reduction ratio between travel of the coupling head and
travel of the lever at the output side of the control
device
2.3.2. iHi: reduction ratio between travel of the lever at the output
side of the control device and travel of the brake lever
(gearing down of transmission)
2.3.3. iH: reduction ratio between travel of the coupling head and
travel of the brake lever
iH=iH0×iH1
2.3.4. ig: reduction ratio between travel of the brake lever and the
brake-shoe centre lift (see diagram 4 in Appendix 1)
2.3.5. P: force applied to the brake control lever2.3.6. P
0: brake retraction force; that is, in the graph M = ƒ (P),
the value of the force P at the point of intersection of
the extrapolation of this function with the abscissa (see
diagram 6 in Appendix 1)
2.3.7. ρ: characteristic of the brake defined by:
M=ρ(P − Po)
2.4. Symbols for hydraulic-transmission braking systems (see diagram
8 in Appendix 1)
2.4.1. ih: reduction ratio between travel of the coupling head and
travel of the piston in master cylinder
2.4.2. ig: reduction ratio between travel of the actuation point of
the cylinders and the brake-shoe centre lift
2.4.3. FRz: surface area of piston of one wheel cylinder for drum
brake(s); for disc brake(s), sum of the surface area of
the caliper piston(s) on one side of the disc
2.4.4. FHz: surface area of piston in master cylinder
2.4.5. p: hydraulic pressure in brake cylinder
2.4.6. pO: retraction pressure in brake cylinder; that is, in the graph
M = ƒ (p), the value of the pressure p at the point of
intersection of the extrapolation of this function with
the abscissa (see diagram 7 in Appendix 1)
2.4.7. ρ′: characteristic of the brake defined by:
M=ρ′(p − p0)
3. GENERAL REQUIREMENTS
3.1. The transmission of braking power from the coupling head to the
trailer's brakes shall be effected either by a rod linkage or by
means of one or more fluids. However, a sheathed cable (Bowden
cable) may be used to provide part of the transmission. This part
shall be as short as possible.1971L0320 — EN — 24.10.2002 — 009.001 — 67
▼M7
3.2. All pins at joints shall be adequately protected. In addition, these
joints shall be either self-lubricating or easily accessible for lubri-
cation.
3.3. Inertia braking systems shall be arranged in such a way that, in
the case where the coupling head travels to its fullest extent, no
part of the transmission becomes jammed, or suffers any perma-
nent distortion or fails. This shall be checked after uncoupling the
first element of the transmission from the brake control levers.
3.4. The inertia braking system shall allow the trailer to be reversed
with the towing vehicle without imposing a sustained drag force
exceeding 0,08 × g × GA. Devices used for this purpose shall act
automatically and disengage automatically when the trailer moves
forward.
3.5. Any special device incorporated for the purpose of point 3.4 shall
be such that the parking performance when facing up a gradient
shall not be adversely affected.
3.6. Only inertia braking systems withdisc brakes may incorporate
overload protectors. They may not be activated at a force of less
than 1,2 P or a pressure less than 1,2 p corresponding to a
braking force of B* = 0,5 × g × GBO(when fitted at the wheel
brake) or at a thrust on the coupling less than 1,2 × D* (when
fitted at the control device).
4. REQUIREMENTS FOR CONTROL DEVICES
4.1. The sliding members of the control device shall be long enough
to enable the brake to be fully applied, even when the trailer is
coupled.
4.2. The sliding members shall be protected by a bellows or some
equivalent device. They shall either be lubricated or be
constructed of self-lubricating materials. The surface in frictional
contact shall be made of a material such that there is neither elec-
trochemical torque nor any mechanical incompatibility liable to
cause the sliding members to seize.
4.3. The threshold force of the control equipment (KA) shall be not
less than 0,02 × g × G ′A, and not more than 0,04 × g × G ′A.
4.4. The maximum damping force D1may not exceed 0,10 × g × G ′Ain the case of trailers with rigid drawbars and 0,067 × g × G ′Ain
the case of multi-axled trailers with pivoted drawbars.
4.5. The maximum towing force D2shall be between 0,1 × g × G ′Aand 0,5 × g × G ′A.
5. TESTS AND MEASUREMENTS TO BE CARRIED OUT ON
THE CONTROL SYSTEM
5.1. Compliance with the requirements of points 3 and 4 shall be veri-
fied on the control device submitted to the technical service
conducting the tests.
5.2. The following shall be measured in respect of all types of braking
systems:
5.2.1. The travel s and the effective travel s ′.
5.2.2. The supplementary force K.
5.2.3. The threshold force KA.
5.2.4. The damping force D1.
5.2.5. The towing force D2.
5.3. In the case of mechanical-transmission inertia braking systems,
the following shall be determined:
5.3.1. The reduction ratio iHomeasured at the mid-travel position of the
control.
5.3.2. The force P ′at the output side of the control device as a function
of the thrust D on the drawbar. The supplementary force K and
the efficiency shall be derived from the representative curve
obtained from these measurements.
ηΗ0¼1
iH0/C2P0
D/C0K1971L0320 — EN — 24.10.2002 — 009.001 — 68
▼M7
(see diagram 2 in Appendix 1).
5.4. In the case of hydraulic-transmission inertia braking systems, the
following shall be determined:
5.4.1. The reduction ratio ihmeasured at the mid-travel position of the
control.
5.4.2. The pressure p at the output side of the master cylinder as a func-
tion of the thrust D on the drawbar and of the surface area FHZof
the master cylinder piston, as specified by the manufacturer. The
supplementary force K and the efficiency shall be derived from
the representative curve obtained from these measurements
ηΗ0¼1
ih/C2p/C2FHZ
D/C0K
(see diagram 3 in Appendix 1).
5.4.3. The spare travel of the master cylinder actuator s ″mentioned in
point 2.2.19.
5.5. In the case of inertia braking systems on multi-axled trailers with
pivoted drawbars, the loss of travel sOmentioned in point 9.4.1
shall be measured.
6. REQUIREMENTS FOR BRAKES
6.1. The manufacturer shall make available to the technical service
responsible for the tests, in addition to the brakes to be tested,
drawings of the brakes showing the type, dimensions and material
of the main parts, and the make and type of the linings. These
drawings shall indicate the surface area FRZof the brake cylinders
in the case of hydraulic brakes. The manufacturer shall also indi-
cate the maximum braking torque Mmaxwhich is allowed, as well
as the mass GBOmentioned in point 2.2.4.
6.2. The braking torque Mmaxspecified by the manufacturer shall be
not less than that braking torque corresponding to 1,2 times the
force P or 1,2 times the pressure p, required to give a braking
force of B* = 0,5 × g × GBO.
6.2.1. In the case when no overload protector is either fitted or intended
to be fitted within the inertia (overrun) braking system, the wheel
brake shall be tested at 1,8 times the force P or at 1,8 times the
pressure p, which is required to give a braking force of
B* = 0,5 × g × GBO.
6.2.2. In the case when an overload protector is fitted or intended to be
fitted within the inertia (overrun) braking system, the wheel brake
shall be tested at 1,1 times the force Pmaxor P′maxor at 1,1 times
the pressure pmax or p ′max of the overload protector including
all tolerances (specified by the manufacturer).
7. TESTS AND MEASUREMENTS TO BE CARRIED OUT ON
THE BRAKES
7.1. The brakes and items of equipment made available to the tech-
nical service responsible for the tests shall be tested to check
whether they conform to the requirements of point 6.
7.2. The following shall be determined:7.2.1. The minimum shoe centre lift 2s
B*.
7.2.2. The shoe centre lift 2sB(which shall be greater than 2sB*).
7.2.3. The braking moment M as a function of the force P applied to the
control lever in the case of devices with mechanical transmission,
and of the pressure p in the brake cylinder in the case of devices
withh ydraulic transmission.
The speed at which the braking surfaces rotate shall correspond to
an initial vehicle speed of 60 km/h. The following is deduced
from the curve obtained from these measurements:
7.2.3.1. The retraction force POand the characteristic ρin the case of
mechanically actuated brakes (see diagram 6 in Appendix 1).
7.2.3.2. The retraction pressure poand the characteristic ρ′in the case of
hydraulically actuated brakes (see diagram 7 in Appendix 1).1971L0320 — EN — 24.10.2002 — 009.001 — 69
▼M7
8. TEST REPORTS
Where applications are made for type-approval of trailers fitted
withinertia braking systems, suchapplications are to be accom-
panied by the test reports relating to the control system and the
brakes, as well as the test report on the compatibility between
the inertia control device, the transmission and the brakes on the
trailer; these reports are to include at least the particulars shown
in Appendices 2, 3 and 4 to this Annex.
9. COMPATIBILITY OF THE CONTROL DEVICE AND THE
BRAKES OF A VEHICLE
9.1. A check shall be made on the vehicle, taking into account the
characteristics of the control device (Appendix 2) and of the
brakes (Appendix 3) as well as the trailer characteristics
mentioned in point 4 of Appendix 4, as to whether the inertia
braking system of the trailer complies with the requirements laid
down.
9.2. General tests for all types of brakes
9.2.1. Those parts of the transmission which have not been tested at the
same time as the brake control device or the brakes shall be
tested on the vehicle. The results of the test shall be entered in
Appendix 4 (for example iH1andηH1).
9.2.2. Mass9.2.2.1. The maximum mass of the trailer G
Ashall not exceed the
maximum mass G ′Afor which the control device is authorised.
9.2.2.2. The maximum mass of the trailer GAshall not exceed the
maximum mass GBwhich can be braked by the joint operation
of all the trailer brakes.
9.2.3. Forces
9.2.3.1. The threshold force KAshall not be less than 0,02 × g × GAnor
greater than 0,04 × g × GA.
9.2.3.2. The maximum damping force D1shall not exceed 0,10 × g × GAin the case of trailers with rigid drawbars, nor 0,067 × g × GAin
the case of multi-axled trailers with pivoted drawbars.
9.2.3.3. The maximum towing force D2shall be between 0,1 × g × GAand
0 , 5×g×GA.
9.3. Test of braking efficiency
9.3.1. The sum of the braking forces exerted on the circumference of
the trailer wheels shall be at least B* = 0,5 × g × GAincluding
a rolling resistance of 0,01 × g × GA. This represents a braking
force of B = 0,49 × g × GA. In this case, the maximum permitted
thrust on the coupling is:
D* = 0,067 × g × GAin the case of multi-axled trailers with
pivoting drawbars, and
D* = 0,10 × g × GAin the case of trailers with rigid draw-
bars.
In order to check whether these conditions are observed, the
following inequalities shall be applied:
9.3.1.1. In the case of inertia braking systems with mechanical transmis-
sion
B/C2R
ρþnPo/C20/C211
D/C3/C0K ðÞ /C2 ηH/C20iH
9.3.1.2. In the case of inertia braking systems with hydraulic transmission
B/C2R
n/C2ρ0þpo/C20/C211
D/C3/C0K ðÞ /C2 ηH/C20ih
FHZ
9.4. Control travel test
9.4.1. In the case of control devices for multi-axle trailers with pivoted
drawbars, of which the brake rod system is dependent upon the
position of the towing device, the travel of the control s shall be1971L0320 — EN — 24.10.2002 — 009.001 — 70
▼M7
greater than the effective travel of the control s ′; the difference in
length shall be at least equivalent to the loss of travel so.T he
travel soshall not exceed 10 % of the effective travel s ′.
9.4.2. The effective travel of the control s ′shall be determined in the
following way:
9.4.2.1. If the brake rod system is affected by the relative position of the
towing device, then
s0¼s/C0so
9.4.2.2. If there is no loss of travel, then
s0¼s
9.4.2.3. In the case of hydraulic braking systems
s0¼s/C0s00
9.4.3. The following inequalities shall be applied in order to check
whether the travel of the control is adequate:
9.4.3.1. In the case of inertia braking systems with mechanical transmis-
sion:
iH/C20s0
SB/C3/C2ig
9.4.3.2. In the case of inertia braking systems with hydraulic transmis-
sion:
ih
FHZ/C20s0
2sB/C3/C2nFRZ/C2ig0
9.5. Additional tests
9.5.1. In the case of inertia braking systems with mechanical transmis-
sion, a check shall be made as to whether the rod system by
which the forces are transmitted from the control device is
correctly fitted.
9.5.2. In the case of inertia braking systems with hydraulic transmission,
a check shall be made as to whether the travel of the master
cylinder actuator reaches a minimum level of s/ih.
A lower level shall not be permitted.
9.5.3. The general behaviour of the vehicle when braking shall be the
subject of a road test carried out at different speeds, with
different levels of brake effort and rates of application; self-
excited undamped oscillations shall not be permitted.
10. GENERAL COMMENTS
The above provisions apply to the latest models of inertia braking
systems with mechanical or hydraulic transmission; in the case of
these models, in particular, all the wheels of the trailer are fitted
with the same type of brake and the same type of tyre.
When testing special models, the above requirements shall be
adapted.1971L0320 — EN — 24.10.2002 — 009.001 — 71
▼M7
Appendix 1
Explanatorydiagrams
Diagram 1
Symbolsvalidforalltypesofbrakingsystems
(see point 2.2)
Diagram 2
Mechanicaltransmission
(see points 2.2.10 and 5.3.2)
1971L0320 — EN — 24.10.2002 — 009.001 — 72
▼M7
Diagram 3
Hydraulictransmission
(see points 2.2.10 and 5.4.2)
Diagram 4
Brakechecks
(see points 2.2.22 and 2.3.4)
1971L0320 — EN — 24.10.2002 — 009.001 — 73
▼M7
Brake-shoe centre lift: SB* = 1,2 mm + 0,2 % × 2r
Diagram 5
Brakeswithmechanicaltransmission
(see point 2.3)
1971L0320 — EN — 24.10.2002 — 009.001 — 74
▼M7
Diagram 6
Mechanicalbrake
(see points 2.3.6 and 7.2.3.1)
Diagram 7
Hydraulicbrake
(see points 2.4.6 and 7.2.3.2)
1971L0320 — EN — 24.10.2002 — 009.001 — 75
▼M7
Diagram 8
Hydraulictransmissionbrakingsystem
(see point 2.4)
1971L0320 — EN — 24.10.2002 — 009.001 — 76
▼M7
Appendix 2
Testreportonthecontroldevice
1971L0320 — EN — 24.10.2002 — 009.001 — 77
▼M7
1971L0320 — EN — 24.10.2002 — 009.001 — 78
▼M7
Appendix 3
Testreportonthebrake
1971L0320 — EN — 24.10.2002 — 009.001 — 79
▼M7
Appendix 4
Testreportonthecompatibility ofthecontroldevice, thetransmissionandthebrakes
1971L0320 — EN — 24.10.2002 — 009.001 — 80
▼M7
1971L0320 — EN — 24.10.2002 — 009.001 — 81
▼M7
ANNEX IX
Type-approvaldocumentation
Appendix 1
MODEL
(maximum format: A4 (210 × 297 mm))
►(1)M81971L0320 — EN — 24.10.2002 — 009.001 — 82
▼M7
Addendum
to EC type-approval certificate No … concerning the type-approval of a vehicle with regard to
Directive 71/320/EECaslastamendedbyDirective 98/12/EC
►(1)M81971L0320 — EN — 24.10.2002 — 009.001 — 83
▼M7
1971L0320 — EN — 24.10.2002 — 009.001 — 84
▼M7
Appendix 2
Testreport
1971L0320 — EN — 24.10.2002 — 009.001 — 85
▼M7
1971L0320 — EN — 24.10.2002 — 009.001 — 86
▼M7
1971L0320 — EN — 24.10.2002 — 009.001 — 87
▼M7
1971L0320 — EN — 24.10.2002 — 009.001 — 88
▼M7
Appendix 3
ListofvehicledataforthepurposeofapprovalspursuanttoAnnexXV
1. Description of the vehicle type
1.1. Trade name or mark of the vehicle, if available:1.2. Vehicle category:
1.3. Vehicle type according to Annex IX, Appendix 1:
1.4. Models or trade names of vehicles constituting the vehicle type, if
available:
1.5. Manufacturer's name and address:
2. Make and type of brake linings2.1. Brake linings tested to all relevant prescriptions of Annex II:
2.2. Brake linings tested to Annex XII:
3. Minimum mass of vehicle:3.1. Distribution of mass of eachaxle (minimum value):
4. Maximum mass of vehicle:
4.1. Distribution of mass of eachaxle (maximum value):5. Maximum vehicle speed:
6. Tyre and wheel dimensions:
7. Brake circuit configuration (e.g. front/rear or diagonal split):8. Declaration of which system is the secondary braking system:
9. Specifications of brake valves (if applicable)
9.1. Adjustment specifications of the load sensing valve:9.2. Setting of pressure valve:
10. Designed brake force distribution:
11. Specification of brake11.1. Disc brake type
(e.g. number of pistons withdiameter(s), ventilated or solid disc):
11.2. Drum brake type
(e.g. simplex/duplex, withpiston size and drum dimensions):
11.3. In the case of compressed air brake systems, e.g. type and size of
chambers, levers, etc.:
12. Master cylinder type and size:
13. Booster type and size:1971L0320 — EN — 24.10.2002 — 009.001 — 89
▼M7
ANNEX X
Testrequirementsforvehicles withanti-lockbrakingsystems
1. GENERAL
1.1. This Annex defines the required braking performance for road
vehicles fitted with anti-lock braking systems. In addition, motor
vehicles which are authorised to tow a trailer, and trailers
equipped with compressed-air braking systems, shall, when the
vehicles are laden, meet the requirements for compatibility set
out in the Appendix to point 1.1.4.2 of Annex II.
1.2. The anti-lock braking systems known at present comprise a
sensor or sensors, a controller or controllers and a modulator or
modulators. Any systems of a different design which may be
introduced in the future will be deemed to be anti-lock braking
systems within the meaning of this Annex and the Appendix to
point 1.1.4.2 of Annex II, if they provide performances equal to
those prescribed by this Annex.
2. DEFINITIONS
2.1. An ‘anti-lock braking system’ is part of a service braking system
which automatically controls the degree of slip, in the direction of
rotation of the wheel(s), on one or more wheels of the vehicle
during braking.
2.2. ‘Sensor’ means a component designed to identify and transmit to
the controller the conditions of rotation of the wheel(s) or the
dynamic conditions of the vehicle.
2.3. ‘Controller’ means a component designed to evaluate the data
transmitted by the sensor(s) and to transmit a signal to the modu-
lator.
2.4. ‘Modulator’ means a component designed to vary the braking
force(s) in accordance with the signal received from the
controller.
2.5. ‘Directly controlled wheel’ means a wheel whose braking force is
modulated according to data provided at least by its own
sensor(1).
2.6. ‘Indirectly controlled wheel’ means a wheel whose braking force
is modulated according to data provided by the sensor(s) of other
wheel(s) (1).
3. TYPES OF ANTI-LOCK BRAKING SYSTEMS
3.1. A motor vehicle shall be deemed to be equipped with an anti-lock
braking system within the meaning of point 1 of the Appendix to
point 1.1.4.2 of Annex II, if one of the following systems is
fitted:
3.1.1. Category 1 anti-lock braking system:
A vehicle equipped with a category 1 anti-lock braking system
shall meet all the relevant requirements of this Annex.
3.1.2. Category 2 anti-lock braking system:
A vehicle equipped with a category 2 anti-lock braking system
shall meet all the relevant requirements of this Annex, except
those of point 5.3.5.
3.1.3. Category 3 anti-lock braking system:
A vehicle equipped with a category 3 anti-lock braking system
shall meet all the relevant requirements of this Annex except
those of points 5.3.4 and 5.3.5. On such vehicles, any individual
axle (or bogie) which does not include at least one directly
controlled wheel shall fulfil the conditions of adhesion utilisation
and the wheel-locking sequence of the Appendix to point 1.1.4.2.1971L0320 — EN — 24.10.2002 — 009.001 — 90
(1) Anti-lock braking systems with ‘select-high’ control are deemed to include both
directly and indirectly controlled wheels; in systems with ‘select-low’ control, all
sensed wheels are deemed to be directly controlled wheels.
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of Annex II, instead of the adhesion utilisation requirements
prescribed in point 5.2 of this Annex. However, if the relative
positions of the adhesion utilisation curves do not meet the
requirements of point 3.1.1 of the Appendix to point 1.1.4.2 of
Annex II, a check shall be made to ensure that the wheels on at
least one of the rear axles do not lock before those on the front
axle or axles under the conditions prescribed in points 3.1.1 and
3.1.4 of the Appendix to point 1.1.4.2 of Annex II with regard to
the braking rate and the load respectively. These requirements
may be checked on high- or low-adhesion road surfaces (about
0,8 and 0,3 maximum) by modulating the service braking control
force.
3.2. A trailer shall be deemed to be equipped with an anti-lock
braking system within the meaning of point 1 of the Appendix
to point 1.1.4.2 of Annex II, when at least two wheels on oppo-
site sides of the vehicle are directly controlled and all remaining
wheels are either directly or indirectly controlled by the anti-lock
braking system. In the case of full trailers, at least two wheels on
one front axle and two wheels on one rear axle shall be directly
controlled with each of these axles having at least one indepen-
dent modulator and all remaining wheels are either directly or
indirectly controlled. In addition, the anti-lock equipped trailer
shall meet one of the following conditions:
3.2.1. Category A anti-lock braking system:
A trailer equipped witha category A anti-lock braking system
shall meet all the relevant requirements of this Annex.
3.2.2. Category B anti-lock braking system:
A trailer equipped witha category B anti-lock braking system
shall meet all the relevant requirements of this Annex, except
point 6.3.2.
4. GENERAL REQUIREMENTS
4.1. Any electrical failure or sensor anomaly that affects the system
withrespect to th e functional and performance requirements in
this Annex, including those in the supply of electricity, the
external wiring to the controller(s), the controller(s) (1) and the
modulator(s) shall be signalled to the driver by a specific optical
warning signal.
4.1.1. The warning signal shall light up when the anti-lock braking
system is energised and, with the vehicle stationary, it shall be
verified that none of the above-mentioned defects are present
before extinguishing the signal.
4.1.2. The static sensor check may verify that a sensor was not func-
tioning the last time that the vehicle was at a speed greater than
10 km/h(2). Also during this verification phase, the electrically
controlled pneumatic modulator valve(s) shall cycle at least once.
4.2. Motor vehicles equipped with an anti-lock braking system and
auth orised to tow a trailer equipped withsucha system, withth e
exception of vehicles of categories M1and N1, shall be fitted with
a separate optical warning signal for the anti-lock braking system
of the trailer, meeting the requirements of point 4.1 of this
Annex.
4.2.1. This warning signal shall not light up when a trailer without an
anti-lock braking system is coupled or when no trailer is coupled.
This function shall be automatic.
4.3. The abovementioned optical warning signal(s) shall be visible
even in daylight and it shall be easy for the driver to check that
they are in working order.
4.4. Except for vehicles of categories M1and N1,O1and O2, the elec-
trical connections used for the anti-lock braking systems of
towing vehicles and trailers shall be effected by a special1971L0320 — EN — 24.10.2002 — 009.001 — 91
(1) Until uniform test procedures have been agreed, the manufacturer shall provide the
technical service with an analysis of potential failures within the controller(s) and theireffects. This information shall be subject to discussion and agreement between the tech-nical service and the vehicle manufacturer.
(
2) The warning signal may light up again while the vehicle is stationary, provided that it
is extinguished before the vehicle speed reaches 10 km/h when no defect is present.
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connector conforming to ISO Standard 7638-1985 or ISO/DIS
Standard 7638-1996(1).
4.5. In the event of a failure of the anti-lock braking system, the resi-
dual braking performance shall be that prescribed for the vehicle
in question in the event of a failure of a part of the transmission
of the service braking system (see point 2.2.1.4 of Annex I). This
requirement shall not be construed as a departure from the
requirements concerning secondary braking. In the case of trai-
lers, the residual braking performance in the event of a defect inthe anti-lock braking system according to point 4.1 of this Annex
shall be at least 80 % of the laden prescribed performance for the
service braking system of the relevant trailer.
4.6. The operation of the system shall not be adversely affected by
magnetic or electrical fields (
2).
4.7. A manual device may not be provided to disconnect or change
the control mode (3) of the anti-lock braking system, except on
off-road motor vehicles of categories N2or N3. Where a device
is fitted to N2or N3off-road motor vehicles, the following condi-
tions shall be met:
4.7.1. the motor vehicle with the anti-lock braking system disconnected
or the control mode changed by the device referred to in point 4.7
above shall satisfy all the relevant requirements in the Appendix
to point 1.1.4.2 of Annex II;
4.7.2. an optical warning signal shall inform the driver that the anti-lock
braking system has been disconnected or the control mode
changed; the anti-lock failure warning signal may be used for
this purpose;
4.7.3. the anti-lock braking system shall automatically be reconnected/
returned to on-road mode when the ignition (start) device is again
set to the ‘on’ (run) position;
4.7.4. the vehicle user's handbook provided by the manufacturer should
warn the driver of the consequences of manual disconnection or
mode change of the anti-lock braking system;
4.7.5. the device referred to in point 4.7 above may, in conjunction with
the towing vehicle, disconnect/change the control mode of the
anti-lock braking system of the trailer; a separate device for the
trailer alone is not permitted.
5. SPECIAL PROVISIONS CONCERNING MOTOR VEHICLES
5.1. Energy consumption
Braking systems equipped withanti-lock braking systems sh all
maintain their performance when the service braking control
device is fully applied for long periods. Compliance withth e
requirement shall be verified by means of the following tests:
5.1.1. Test procedure5.1.1.1. The initial energy level in the energy storage device(s) shall be
that specified by the manufacturer. This level shall be at least
suchas to ensure th e efficiency prescribed for service braking
when the vehicle is laden. The energy storage device(s) for pneu-
matic auxiliary equipment shall be isolated.1971L0320 — EN — 24.10.2002 — 009.001 — 92
(1) The wiring specification of point 6.2 of ISO 7638-1985 or point 5.4 of ISO/DIS stan-
dard 7638-1996 for the trailer may only be reduced if the trailer is equipped with itsown independent fuse. The rating of the fuse shall be such that the current rating ofthe conductors is not exceeded.
Withth e exception of veh icles of categories N
3and O4, and until a uniform interna-
tional standard has been agreed, the electrical connection between towing vehicles andtrailers equipped witha 12 volt electrical system sh all conform withDIN standard72570, Part 4.
(
2) This shall be demonstrated by compliance with the technical requirements laid down in
Council Directive 72/245/EEC (OJ L 152, 6.7.1972, p. 15), as last amended by Direc-
tive 95/54/EC (OJ L 266, 3.11.1995, p. 1).
(3) It is understood that devices changing the control mode of the anti-lock braking system
are not subject to point 4.7 if in the changed control mode condition all requirementsfor the category of anti-lock braking system, with which the vehicle is equipped, are
fulfilled. However, in this case points 4.7.2, 4.7.3 and 4.7.4 shall be met.
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5.1.1.2. From an initial speed of not less than 50 km/h, on a surface with
a coefficient of adhesion of 0,3 (1) or less, the brakes of the laden
vehicle shall be fully applied for a time t, during which time the
energy consumed by the indirectly controlled wheels shall be
taken into consideration and all directly controlled wheels shall
remain under control of the anti-lock braking system throughout
that time.
5.1.1.3. The vehicle's engine shall be then stopped or the supply to the
energy storage device(s) cut off.
5.1.1.4. The service braking control shall be then fully actuated four times
in succession with the vehicle stationary.
5.1.1.5. When the control is applied for the fifth time, it shall be possible
to brake the vehicle with at least the performance prescribed for
secondary braking of the laden vehicle.
5.1.1.6. During the tests, in the case of a motor vehicle authorised to tow
a trailer equipped witha compressed-air braking system, th e
supply line shall be blocked of and an energy storage device of
0,5 litre capacity shall be connected to the control line (in accor-
dance with point 1.2.2.3 of Annex IV, section A). When the
brakes are applied for the fifth time, as provided in point
5.1.1.5, the energy level supplied to the control line shall not be
below half the level obtained at a full application starting with
the initial energy level.
5.1.2. Additional requirements5.1.2.1. The coefficient of adhesion of the road surface is measured with
the vehicle in question, by the method described in point 1.1 of
Appendix 2 to this Annex.
5.1.2.2. The braking test shall be conducted with the engine disconnected
and idling, and with the vehicle laden.
5.1.2.3. The braking time t shall be determined by the formula:
t¼
Vmax
7ðbut not less than 15 seconds Þ
where t is expressed in seconds and vmaxrepresents the maximum
design speed of the vehicle expressed in km/h, with an upper
limit of 160 km/h.
5.1.2.4. If the time t cannot be completed in a single braking phase,
further phases may be used, up to a maximum of four in all.
5.1.2.5. If the test is conducted in several phases, no fresh energy shall be
supplied between the phases of the test. From the second phase,
the energy consumption corresponding to the initial brake appli-
cation may be taken into account, by subtracting one full brake
application from the four full applications prescribed in point
5.1.1.4 (and 5.1.1.5, 5.1.1.6 and 5.1.2.6) of this Annex for each
of the second, third and fourth phases used in the test prescribed
in point 5.1.1 of this Annex as applicable.
5.1.2.6. The performance prescribed in point 5.1.1.5 shall be deemed to
be satisfied if, at the end of the fourth application, with the
vehicle stationary, the energy level in the storage device(s) is at
or above that required for secondary braking with the laden
vehicle.
5.2. Utilisation of adhesion
5.2.1. The utilisation of adhesion by the anti-lock braking system takes
into account the actual increase in braking distance beyond the
theoretical minimum. The anti-lock braking system shall be
deemed to be satisfactory when the condition
ε/C210;75
is satisfied, where εrepresents the adhesion utilised, as defined in
point 1.2 of Appendix 2 to this Annex.1971L0320 — EN — 24.10.2002 — 009.001 — 93
(1) Until suchtest surfaces become generally available, tyres at th e limit of wear, and
higher values up to 0,4 may be used at the discretion of the technical service. Theactual value obtained and the type of tyres and surface shall be recorded.
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5.2.2. The adhesion utilisation ( ε)shall be measured on road surfaces
witha coefficient of adh esion of 0,3(1) or less, and of about 0,8
(dry road), with an initial speed of 50 km/h. To eliminate the
effects of differential brake temperatures it is recommended that
ZALbe determined prior to the determination of k.
5.2.3. The test procedure to determine the coefficient of adhesion (k)
and the formulae for calculation of the adhesion utilisation ( ε)
shall be those laid down in Appendix 2 to this Annex.
5.2.4. The utilisation of adhesion by the anti-lock braking system shall
be checked on complete vehicles equipped with anti-lock braking
systems of categories 1 or 2. In the case of vehicles equipped
withcategory 3 anti-lock braking systems, only th e axle(s) with
at least one directly controlled wheel shall satisfy this require-
ment.
5.2.5. The condition ε≥0,75 shall be checked with the vehicle laden
and unladen. The laden test on the high-adhesion surface may beomitted if the prescribed force on the control device does not
achieve full cycling of the anti-lock braking system. For the
unladen test, the control force may be increased up to 100 daN
if no cycling is achieved with its full force value (
2). If 100 daN
is insufficient to make the system cycle, then this test may be
omitted. For air braking systems, the air pressure may not be
increased above the cut-out pressure for the purpose of this test.
5.3. Additional checks
The following additional checks shall be carried out with the
engine disconnected, with the vehicle laden and unladen:
5.3.1. The wheels directly controlled by an anti-lock braking system
shall not lock when the full force (1) is suddenly applied on the
control device, on the road surfaces specified in point 5.2.2 of
this Annex, at an initial speed of 40 km/h and at a high initial
speed as indicated in the table below (3):
Condition Vehicle category Maximum test speed
High-adhesion surface — All categories except
N2,N3laden0,8 vmax≤120 km/h
—N2,N3laden 0,8 vmax≤80 km/h
Low-adhesion surface — M1,N10,8 vmax≤120 km/h
—M2,M3
N2except semi-trailer
tractors0,8 vmax≤80 km/h
—N3and semi-trailer
tractors N20,8 vmax≤70 km/h
5.3.2. When an axle passes from a high-adhesion surface (kH) to a low-
adhesion (kL) where kH≥0,5 and kH/kL≥2(4), withth e full
force (1) applied on the control device, the directly controlled
wheels shall not lock. The running speed and the instant of
applying the brakes shall be so calculated that, with the anti-lock
braking system fully cycling on the high-adhesion surface, the
passage from one surface to the other is made at high and at
low speed, under the conditions laid down in point 5.3.1
above (2).1971L0320 — EN — 24.10.2002 — 009.001 — 94
(1) Until suchtest surfaces become generally available, tyres at th e limit of wear, and
higher values up to 0,4 may be used at the discretion of the technical service. Theactual value obtained and the type of tyres and surface shall be recorded.
(
2) ‘Full force’ means the maximum force laid down in Annex II for the category of
vehicle: a higher force may be used if required to activate the anti-lock braking system.
(3) The purpose of these tests is to check that the wheels do not lock and that the vehicle
remains stable; it is not necessary, therefore, to make complete stops and bring thevehicle to a complete halt on the low-adhesion surface.
(
4)khis the high-adhesion surface coefficient.
kLis the low-adhesion surface coefficient.
kHand kLare measured as laid down in Appendix 2 to this Annex.
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5.3.3. When a vehicle passes from a low-adhesion surface (kL)t oa
high-adhesion (kH) where kH≥0,5 and kH/kL≥2, withth e full
force (1) applied on the control device, the deceleration of the
vehicle shall rise to the appropriate high value within a reason-
able time and the vehicle shall not deviate from its initial
course. The running speed and the instant of applying the brakes
shall be so calculated that, with the anti-lock braking system fully
cycling on the low-adhesion surface, the passage from one
surface to the other occurs at approximately 50 km/h.
5.3.4. In the case of vehicles equipped with anti-lock braking systems of
categories 1 and 2, when the right and left wheels of the vehicle
are situated on surfaces withdiffering coefficients of adh esion (kHand kL) where kH≥0,5 and kH/kL≥2, the directly controlled
wheels shall not lock when the full force (1) is suddenly applied
on the control device at a speed of 50 km/h.
5.3.5. Furthermore, laden vehicles equipped with anti-lock braking
systems of category 1 shall, under the conditions of point 5.3.4
above, satisfy the prescribed braking rate in Appendix 3 to this
Annex.
5.3.6. However, in the tests provided for in points 5.3.1, 5.3.2, 5.3.3,
5.3.4 and 5.3.5 above, brief periods of wheel-locking are allowed.
Furthermore, wheel-locking is permitted when the vehicle speed
is less than 15 km/h; likewise, locking of indirectly controlled
wheels is permitted at any speed, but stability and steerability
shall not be affected.
5.3.7. During the tests provided for in points 5.3.4 and 5.3.5 above,
steering correction is permitted if the angular rotation of the
steering control is within 120º during the initial 2 seconds and
not more than 240º in all. Furthermore, at the beginning of these
tests the longitudinal median plane of the vehicle shall pass over
the boundary between the high- and low-adhesion surfaces and
during these tests no part of the (outer)tyres shall cross this
boundary.
6. SPECIAL PROVISIONS CONCERNING TRAILERS
6.1. Energy consumption
Trailers equipped withanti-lock braking systems sh all be so
designed that, even after the service braking control device has
been fully applied for some time, the vehicle retains sufficient
energy to bring it to a halt within a reasonable distance.
6.1.1. Compliance with the above requirement shall be checked by the
procedure specified below, with the vehicle unladen, on a straight
and level road with a surface having a good coefficient of adhe-
sion(2), and withth e brakes adjusted as closely as possible and
with the brake load sensing device (if fitted) held in the ‘laden’
position throughout the test.
6.1.2. In the case of compressed-air braking systems, the initial energy
level in the energy storage device(s) shall be equivalent to a pres-
sure of 8,0 bar at the coupling head of the trailer's supply line.
6.1.3. With an initial vehicle speed of at least 30 km/h, the brakes shall
be fully applied for a time t = 15 s, during which time the energy
consumed by the indirectly controlled wheels shall be taken into
consideration and all directly controlled wheels shall remain
under control of the anti-lock braking system. During this test,
the supply to the energy storage device(s) shall be cut off.
If the time t = 15 s cannot be completed in a single braking
phase, further phases may be used. During these phases, no fresh
energy shall be supplied to the energy storage device(s) and, as
from the second phase, the additional energy consumption for
filling the actuators is to be taken into account, e.g. by the
following test procedure.
The pressure in the reservoir(s) when starting the first phase is to
be that stated in point 6.1.2 above. At the beginning of the1971L0320 — EN — 24.10.2002 — 009.001 — 95
(1) ‘Full force’ means the maximum force laid down in Annex II for the category of
vehicle: a higher force may be used if required to activate the anti-lock braking system.
(2) If the coefficient of adhesion of the test track is too high, preventing the anti-lock
braking system from cycling then the test may be carried out on a surface with a lower
coefficient of adhesion.
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following phase(s), the pressure in the reservoir(s) after applica-
tion of the brakes shall be not less than the pressure in the
reservoir(s) at the end of the preceding phase. At the subsequent
phase(s), the only time to be taken into account is from the point
at which the pressure in the reservoir(s) is equal to that at the end
of the preceding phase.
6.1.4. At the end of the braking, with the vehicle stationary, the service
braking control device shall be fully actuated four times. During
the fifth application, the pressure in the operating circuits shall be
sufficient to provide a total braking force at the periphery of the
wheels equal to not less than 22,5 % of the maximum stationary
wheel load and without causing and automatic application of any
braking system not being under the control of the anti-lock
braking system.
6.2. Utilisation of adhesion
6.2.1. Trailers equipped withan anti-lock braking system sh all be
deemed acceptable when the condition ε≥0,75 is satisfied,
where εrepresents the adhesion utilised, as defined in point 2 of
Appendix 2 to this Annex. This condition shall be verified with
the vehicle unladen, on a straight and level road with a surface
having a good coefficient of adhesion (1)(2).
6.2.2. To eliminate the effects of differential brake temperatures, it is
recommended that ZRALbe determined prior to the determination
of kR.
6.3. Additional checks
6.3.1. At speeds exceeding 15 km/h, the wheels directly controlled by
an anti-lock braking system shall not lock when the full force (3)
is suddenly applied on the control device of the towing vehicle.
This shall be checked, under the conditions prescribed in point
6.2 of this Annex, at initial speeds of 40 km/h and 80 km/h.
6.3.2. The provisions of this point shall only apply to trailers equipped
withan anti-lock braking system of category A.
When the right and left wheels are situated on surfaces which
produce differing maximum braking rates (ZRALHand ZRALL),
where
zRALH
εΗ/C210;5 andzRALH
zRALL/C212
the directly controlled wheels shall not lock when the full
force (3) is suddenly applied on the control device of the towing
vehicle at a speed of 50 km/h. The ratio zRALH/zRALLmay be ascer-
tained by the procedure in point 2 of Appendix 2 to this Annex or
by calculating the ratio zRALH/zRALL. Under this condition, the
unladen vehicle shall satisfy the prescribed braking rate in
Appendix 3 of this Annex (2).
6.3.3. At vehicle speeds ≥15 km/h, the directly controlled wheels are
permitted to lock for brief periods, but a speeds < 15 km/h, any
locking is permissible. Indirectly controlled wheels are permitted
to lock at any speed. In all cases, stability must not be affected.1971L0320 — EN — 24.10.2002 — 009.001 — 96
(1) If the coefficient of adhesion of the test track is too high, preventing the anti-lock
braking system from cycling then the test may be carried out on a surface with a lower
coefficient of adhesion.
(2) In the case of trailers fitted with a brake load sensing device the pressure setting may
be increased to ensure full cycling.
(3) ‘Full force’ means the maximum force laid down in Annex II for the category of
vehicle: a higher force may be used if required to activate the anti-lock braking system.
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Appendix 1
Symbolsanddefinitions
Symbol Notes
E wheelbase
ERdistance between king-pin and centre of axle of semi-trailer (or
distance between drawbar coupling and centre of axle or axles
of centre-axle trailer)
ε the adhesion utilised by the vehicle: quotient of the maximum
braking rate withth e anti-lock braking system operative (zAL)
and the coefficient of adhesion (k)
εitheε-value measured on axle i(in the case of a motor vehicle
witha category 3 anti-lock system)
εΗtheε-value on the high-friction surface
εLtheε-value on the low-friction surface
F force [N]
FbRbraking force of the trailer with the anti-lock braking system
inoperative
FbRmaxmaximum value of FbR
FbRmax,ivalue of FbRmaxwithonly axle iof the trailer braked
FbRALbraking force of the trailer with the anti-lock braking system
operative
FCndtotal normal reaction of road surface on the unbraked and non-
driven axles of the vehicle combination under static conditions
FCdtotal normal reaction of road surface on the unbraked and
driven axles of the vehicle combination under static conditions
Fdynnormal reaction of road under dynamic conditions withth e anti-
lock braking system operative
FidynFdynon axle iin case of motor vehicles or full trailers
Finormal reaction of road surface on axle iunder static conditions
FMtotal normal static reaction of road surface on all wheels of
motor (towing) vehicle
FMnd(1) total normal static reaction of road surface on the unbraked and
non-driven axles of the motor vehicle
FMd(1) total normal static reaction of road surface on the unbraked and
driven axles of the motor vehicle
FRtotal normal static reaction of road surface on all wheels of
trailer
FRdyntotal normal dynamic reaction of road surface on the axle(s) of
semi-trailer or centre-axle trailer
FwM(1) 0,01 FMnd+ 0,015 FMd
g acceleration due to gravity (9,81 m/s2)
h height of centre of gravity specified by the manufacturer and
agreed by the technical service conducting the approval test1971L0320 — EN — 24.10.2002 — 009.001 — 97
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Symbol Notes
hDheight of drawbar (hinge point on trailer)
hKheight of fifth wheel coupling (king pin)
hRheight of centre of gravity of the trailer
k coefficient of adhesion between tyre and road
kfk-factor of one front axle
kHk-value determined on the high-friction surface
kik-value determined on axle ifor a vehicle with a category 3
anti-lock braking system
kLk-value determined on the low-friction surface
klockvalue of adhesion for 100 % slip
kMk-factor of the motor vehicle
kpeakmaximum value of the curve ‘adhesion versus slip’
krk-factor of one rear axle
kRk-factor of the trailer
P mass of individual vehicle [kg]
R ratio of kpeakto klock
t time interval [s]t
mmean value of t
tminminimum value of t
z braking rate
zALbraking rate z of the vehicle with the anti-lock braking system
operative
zCbraking rate z of the vehicle combination, with the trailer only
braked and the anti-lock braking system inoperative
zCALbraking rate z of the vehicle combination, with the trailer only
braked and the anti-lock braking system operative
zCmaxmaximum value of zC
zCmax,imaximum value of zC, withonly axle iof the trailer braked
zmmean braking rate
zmaxmaximum value of z
zMALSzALof the motor vehicle on a ‘split surface’
zRbraking rate z of the trailer with the anti-lock braking system
inoperative
zRALzALof the trailer obtained by braking all the axles, the towing
vehicle unbraked and its engine disconnected
zRALHzRALon the surface with the high coefficient of adhesion1971L0320 — EN — 24.10.2002 — 009.001 — 98
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Symbol Notes
zRALLzRALon the surface with the low coefficient of adhesion
zRALSzRALon the split surface
zRHzRon the surface with the high coefficient of adhesion
zRLzRon the surface with the low coefficient of adhesion
zRHmaxmaximum value of zRH
zRLmaxmaximum value of zRL
zRmaxmaximum value of zR
(1)FMndand FMD: in case of two-axled motor vehicles: these symbols may be simplified to
corresponding Fisymbols.1971L0320 — EN — 24.10.2002 — 009.001 — 99
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Appendix 2
Utilisationofadhesion
1. METHOD OF MEASUREMENT FOR MOTOR VEHICLES
1.1. Determination of the coefficient of adhesion (k)1.1.1. The coefficient of adhesion (k) shall be determined as the
quotient of the maximum braking forces without locking the
wheels and the corresponding dynamic load on the axle being
braked.
1.1.2. The brakes shall be applied only on one axle of the vehicle under
test, at an initial speed of 50 km/h. The braking forces shall be
distributed between the wheels of the axle to reach maximum
performance. The anti-lock braking system shall be disconnected,
or inoperative, between 40 km/hand 20 km/h .
1.1.3. A number of tests at increments of line pressure shall be carried
out to determine the maximum braking rate of the vehicle (z
max).
During eachtest, a constant input force sh all be maintained and
the braking rate shall be determined by reference to the time
taken (t) for th e speed to reduce from 40 km/hto 20 km/husing
the formula:
z¼0;566
t
zmaxis the maximum value of z
t is in seconds.
1.1.3.1. Wheel-lock may occur below 20 km/h.
1.1.3.2. Starting from the minimum measured value of t, called tmin, then
select three values of t comprised within tminand 1,05 tminand
calculate their arithmetical mean value tm,
then calculate
zm¼0;566
tm
If it is demonstrated that for practical reasons the three values
determined above cannot be obtained, then the minimum time
tminmay be utilised. However, the requirements of point 1.3 still
apply.
1.1.4. The braking forces shall be calculated from the measured braking
rate and the rolling resistance of the unbraked axle(s) which is
equal to 0,015 and 0,010 of the static axle load for a driven axle
and a non-driven axle, respectively.
1.1.5. The dynamic load on the axle shall be that given by the relations
in the Appendix to point 1.1.4.2 of Annex II.
1.1.6. The value of k shall be rounded to three decimal places.
1.1.7. Then, the test will be repeated for the other axles(s) as defined in
points 1.1.1 to 1.1.6 above (for exemptions, see points 1.4 and 1.5
below).
1.1.8. For example, in the case of a two-axle rear-wheel drive vehicle,
withth e front axle (1) being braked, the coefficient of adhesion
(k) is given by:
kf¼zm/C2P/C2g/C00;015/C2F2
F1þh
Ezm/C2P/C2g
1.1.9. One coefficient will be determined for the front axle kfand one
for the rear axle kr.1971L0320 — EN — 24.10.2002 — 009.001 — 100
(1) Anti-lock braking systems with ‘select-high’ control are deemed to include both
directly and indirectly controlled wheels; in systems with ‘select-low’ control, all
sensed wheels are deemed to be directly controlled wheels.
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1.2. Determination of the adhesion utilised ( ε)
1.2.1. The adhesion utilised ( ε)is defined as the quotient of the
maximum braking rate withth e anti-lock braking system opera-
tive zAL) and the coefficient of adhesion KM,i .e .
ε¼zAL
kM
1.2.2. From an initial vehicle speed of 55 km/h, the maximum value for
the braking rate (zAL) shall be measured with the anti-lock braking
system operative. This value for zALshall be based on the average
value of three tests, as previously described in point 1.1.3 of this
Appendix, using the time taken for the speed to reduce from
45 km/h to 15 km/h, according to the following formula:
zAL¼0;849
tm
1.2.3. The coefficient of adhesion kMshall be determined by weighting
withth e dynamic axle loads:
kM¼kfFfdynþkr/C2Frdyn
P/C2g
where:
Ffdyn¼Ffþh
E/C2zAL/C2P/C2g
Frdyn¼Fr/C0h
E/C2zAL/C2P/C2g
1.2.4. The value of εshall be rounded to two decimal places.
1.2.5. In the case of a vehicle equipped with an anti-lock braking
system of category 1 or 2, the value of zALis based on the whole
vehicle, with the anti-lock braking system in operation, and the
adhesion utilised ( ε)shall be given by the same formula quoted
in point 1.2.1 above.
1.2.6. In the case of a vehicle equipped with an anti-lock braking
system of category 3, the value of zALshall be measured on each
axle which has at least one directly controlled wheel.
Example: for a two-axle vehicle with an anti-lock braking system
acting only on the rear axle (2), the adhesion utilised ( ε)is given
by:
ε2¼zAL/C2P/C2g/C00;010/C2F1
k2/C2F2/C0h
EzAL/C2P/C2g/C18/C19
This calculation shall be made for each axle having at least one
directly controlled wheel.
1.3. If ε> 1,00, the measurements of coefficients of adhesion shall be
repeated. A tolerance of 10 % is acceptable.
1.4. For motor vehicles equipped with three axles, only the axle not
associated witha close-coupled bogie sh all be used to establish
a k value for the vehicle (1).
1.5. For vehicles of categories N2and N3with a wheel base less than
3,80 m and with h/E > 0,25, the determination of the coefficient
of adhesion for the rear axle shall be omitted.1971L0320 — EN — 24.10.2002 — 009.001 — 101
(1) Until a uniform test procedure is agreed, vehicles with more than three axles and
special vehicles will be subject to consultation with the technical service.
▼M7
1.5.1. In that case, the adhesion utilised ( ε)is defined as the quotient of
the maximum braking rate with the anti-lock braking system
operative (zAL) and the coefficient of adhesion (kf), i. e.
ε¼zAL
kf
2. METHOD OF MEASUREMENT FOR TRAILERS
2.1. General
2.1.1. The coefficient of adhesion (k) shall be determined as the
quotient of the maximum braking forces without locking the
wheels and the corresponding dynamic load on the axle being
braked.
2.1.2. The brakes shall be applied on only one axle of the trailer under
test, at an initial speed of 50 km/h. The braking forces shall be
distributed between the wheels of the axle to reach maximum
performance. The anti-lock braking system shall be disconnected
or inoperative between 40 km/hand 20 km/h .
2.1.3. A number of tests at increments of line pressure shall be carried
out to determine the maximum braking rate of the vehicle combi-
nation (zCmax) withth e trailer only braked. During eachtest, a
constant input force shall be maintained and the braking rate shall
be determined by reference to the time taken (t) for the speed to
reduce from 40 km/hto 20 km/husing th e formula:
zc¼0;566
t
2.1.3.1. Wheel-lock may occur below 20 km/h.
2.1.3.2. Starting from the minimum measured value of t, called tmin, then
select three values of t comprised within tminand 1,05 tminand
calculate their arithmetical mean value tm.
then calculate:
zcmax¼0;566
tm
If it is demonstrated that for practical reasons the three values
determined above cannot be obtained, then the minimum time
tminmay be utilised.
2.1.4. The adhesion utilised ( ε)shall be calculated by means of the
formula:
ε¼zRAL
kR
The k value shall be determined according to point 2.2.3 for full
trailers or point 2.3.1 for semi-trailers, respectively.
2.1.5. If ε> 1,00 the measurements of coefficients of adhesion shall be
repeated. A tolerance of 10 % is accepted.
2.1.6. The maximum braking rate (zRAL) shall be measured with the anti-
lock braking system operative and the towing vehicle unbraked,
based on the average value of three tests, as in point 2.1.3 of
this Appendix.
2.2. Full trailers
2.2.1. The measurement of k (with the anti-lock braking system being
disconnected, or inoperative, between 40 km/h and 20 km/h) shall
be performed for the front and rear axles.
For one front axle i:
FbRmaxi=zcmaxi(FM+FR) − 0,01 Fcnd− 0,015 Fcd
Fidyn¼FiþzcmaxFM/C2hDþg/C2P/C2hR ðÞ /C0 FwM/C2hD
E1971L0320 — EN — 24.10.2002 — 009.001 — 102
▼M7
kr¼FbRmaxi
Fidyn
For one rear axle i:
FbRmaxi=zcmaxi(FM+FR) − 0,01 Fcnd− 0,015 Fcd
Fidyn¼Fi/C0zcmaxFM/C2hDþg/C2P/C2hR ðÞ /C0 FwM/C2hD
E
kr¼FbRmaxi
Fidyn
2.2.2. The values of kfand krshall be rounded to three decimal places.
2.2.3. The coefficient of adhesion kRshall be determined proportionally
according to the dynamic axle loads.
kR¼kf/C2Ffdynþkr/C2Frdyn
P/C2g
2.2.4. Measurement of zRAL(withth e anti-lock braking system opera-
tive)
zRAL¼zCAL/C2FMþFR ðÞ /C0 0;01 FCnd/C00;015 FCd
FR
zRALshall be determined on a surface with a high coefficient of
adhesion and, for vehicles with a category A anti-lock braking
system, also on a surface witha low coefficient of adh esion.
2.3. Semi-trailers and centre-axle trailers
2.3.1. The measurement of k (with the anti-lock braking system being
disconnected, or inoperative, between 40 km/h and 20 km/h) shall
be carried out with wheels fitted only on one axle, the wheels of
the other axle(s) are removed.
FbRmax=zCmax×( FM+FR)−FwM
FRdyn¼FR/C0FbRmax/C2hkþzC/C2g/C2P/C2hR/C0hK ðÞ
ER
k¼FbRmax
FRdyn
2.3.2. The measurement of zRAL(withth e anti-lock braking system
operative) shall be carried out with all wheels fitted.
FbRAL=zCAL×( FM+FR)−FwM
FRdyn¼FR/C0FbRAL/C2hkþzC/C2g/C2P/C2hR/C0hK ðÞ
ER
zRAL¼FbRAL
FRdyn
zRALshall be determined on a surface with a high coefficient of
adhesion and, for vehicles with a category A anti-lock braking
system, also on a surface witha low coefficient of adh esion.1971L0320 — EN — 24.10.2002 — 009.001 — 103
▼M7
Appendix 3
Performance ondifferingadhesionsurfaces
1. MOTOR VEHICLES
1.1. The prescribed braking rate referred to in point 5.3.5 of this
Annex may be calculated by reference to the measured coeffi-
cient of adhesion of the two surfaces on which this test is
carried out.
These two surfaces shall satisfy the conditions prescribed in point
5.3.4 of this Annex.
1.2. The coefficient of adhesion (kHand kL) of the high- and low-
adhesion surfaces, respectively, shall be determined in accordance
with the provisions in point 1.1 of Appendix 2 to this Annex.
1.3. The braking rate (zMALS) for laden motor vehicles shall be:
zMALS/C210;754kLþkH
5and zMALS≥kL
2. TRAILERS
2.1. The braking rate referred to in point 6.3.2 of this Annex may be
calculated by reference to the measured braking rates zRALHand
zRALLon the two surfaces on which the tests are carried out with
the anti-lock braking system operative. These tow surfaces shall
satisfy the conditions prescribed in point 6.3.2 of this Annex.
2.2. The braking rate zRALSshall be:
zRALS/C210;75
εH/C24zRALLþzRALH
5and
zRALS >zRALL
εΗ
IfεΗ> 0,95 use εΗ= 0,95.1971L0320 — EN — 24.10.2002 — 009.001 — 104
▼M7
Appendix 4
Methodofselection ofthelow-adhesionsurface
1. Details of the coefficient of adhesion of the surface selected, as
determined in point 5.1.1.2 of this Annex, shall be given to the
technical service.
1.1. These data shall include a curve of the coefficient of adhesion
versus slip (from 0 to 100 % slip) for a speed of approximately
40 km/h(1).
1.1.1. The maximum value of the curve will represent kpeakand the
value at 100 % slip will represent klock.
1.1.2. The ratio R shall be determined as the quotient of the kpeakand
klock.
R¼kpeak
klock
1.1.3. The value of R shall be rounded to one decimal place.
1.1.4. The surface to be used shall have a ratio R between 1,0 and
2,0(2).
2. Prior to the tests, the technical service shall ensure that the
selected surface meets the specified requirements and shall be
informed of the following:
— test method to determine R,
— type of vehicle (motor vehicle, trailer, etc.),— axle load and tyres (different loads and different tyres have to
be tested and the results shown to the technical service which
will decide if they are representative for the vehicle to be
approved).
2.1. The value of R shall be mentioned in the test report.
The calibration of the surface has to be carried out at least once a
year with a representative vehicle to verify the stability of R.1971L0320 — EN — 24.10.2002 — 009.001 — 105
(1) Until a uniform test procedure is established for the determination of the adhesion
curve for vehicles with a maximum mass exceeding 3,5 tonnes, the curve establishedfor passenger cars may be used. In this case, for vehicles with a maximum mass
exceeding 3,5 tonnes, the ratio k
peakto klockshall be established using a value of kpeakas defined in Appendix 2 of this Annex. With the consent of the technical service, the
coefficient of adhesion described in this item may be determined by another methodprovided that the equivalence of the values of k
peakand klockare demonstrated.
(2) Until suchtest surfaces become generally available, a ratio R up to 2,5 is acceptable,
subject to discussion with the technical service.
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ANNEX XI
Testconditionsfortrailerswithelectrical brakingsystems
1. GENERAL
1.1. For the purposes of the following provisions, electrical brakes are
service braking systems consisting of a control device, an electro-
mechanical transmission device, and friction brakes. The
electrical control device regulating the voltage for the trailer shall
be situated on the trailer.
1.2. The electrical energy required for the electrical braking system
shall be supplied to the trailer by the motor vehicle.
1.3. Electrical braking systems shall be actuated by operating the
service braking system of the motor vehicle.
1.4. The nominal voltage rating shall be 12 V.
1.5. The maximum current consumption shall not exceed 15 A.
1.6. The electrical connection of the electrical braking system to the
motor vehicle shall be effected by means of a special plug and
socket connection corresponding to …(1), the plug of which shall
not be compatible with the sockets of the lighting equipment of
the vehicle. The plug together with the cable shall be situated on
the trailer.
2. CONDITIONS CONCERNING THE TRAILER
2.1. If there is a battery on the trailer fed by the power supply unit of
the motor vehicle, it shall be separated from it supply line during
service braking of the trailer.
2.2. With trailers whose unladen mass is less than 75 % of their
maximum mass the braking force shall be automatically regulated
as a function of the loading condition of the trailer.
2.3. Electrical braking systems shall be such that even if the voltage
in the connection lines is reduced to a value of 7 V, a braking
effect of 20 % of the (sum of the) maximum stationary axle
load(s) shall be maintained.
2.4. Control devices for regulating the braking force, which react to
the inclination in the direction of travel (pendulum, spring-mass-
system, liquid-inertia-switch) shall be attached to the chassis if
the trailer has more than one axle and a vertically adjustable
towing device. In the case of single-axle trailers and trailers with
close-coupled axles where the axle spread is less than 1 metre,
these control devices shall be equipped with a mechanism indi-
cating its horizontal position (e.g. spirit level) and shall be
manually adjustable to allow the mechanism to be set in the hori-
zontal plane in line with the direction of travel of the vehicle.
2.5. The relay for actuating the braking current in accordance with
point 2.2.1.20 of Annex I, which is connected to the actuating
line, shall be situated on the trailer.
2.6. A dummy socket shall be provided for the plug.
2.7. A tell-tale shall be provided at the control device, lighting up at
any brake application and indicating the proper functioning of the
trailer electrical braking system.
3. PERFORMANCE
3.1. Electrical braking systems shall respond at a deceleration of the
tractor/trailer combination of not more than 0,4 m/s2.
3.2. The braking effect may commence with an initial braking force,
which shall not be higher than 10 % of the (sum of the)
maximum stationary axle load(s) nor higher than 13 % of the
(sum of the) stationary axle load(s) of the unladen trailer.1971L0320 — EN — 24.10.2002 — 009.001 — 106
(1) Under study. Until the characteristics of this special connection have been determined,
the type to be used will be indicated by the national authority granting the approval.
▼M7
3.3. The braking forces may also be increased in steps. At higher
levels of the braking forces than those referred to in point 3.2
these steps shall be not higher than 6 % of the sum of the
maximum stationary axle loads, nor higher than 8 % of the (sum
of the) stationary axle load(s) of the unladen trailer. However, in
the case of single-axle trailers having a maximum mass not
exceeding 1,5 tonnes, the first step shall not exceed 7 % of the
sum of the maximum stationary axle loads of the trailer. An
increase of 1 % of this value shall be permitted for the subse-
quent steps (e.g. first step 7 %, second step 8 %, third step 9 %,
etc.; any further step should not exceed 10 %). For the purpose of
these provisions a two-axle trailer having a wheelbase shorter
than 1 metre shall be considered as a single-axle trailer.
3.4. The prescribed braking force of the trailer of at least 50 % of the
maximum total axle load shall be attained — with maximum
mass — in the case of a mean fully developed deceleration of
the tractor/trailer combination of not more than 5,9 m/s2with
multi-axle trailers. Trailers with close-coupled axles where the
axle spread is less than 1 metre shall also be considered as
single-axle trailers within the meaning of this provision. More-
over, the limits as defined in the Appendix to this Annex shall
be observed. If the braking force is regulated in steps, they shall
lie within the range shown in the Appendix to this Annex.
3.5. The test shall be carried out with an initial speed of 60 km/h.
3.6. Automatic braking of the trailer shall be provided in accordance
with the conditions of point 2.2.2.9 of Annex I. If this automatic
braking action requires electrical energy, a trailer braking force of
at least 25 % of the maximum total axle load shall be guaranteed
for at least 15 minutes to satisfy the abovementioned conditions.1971L0320 — EN — 24.10.2002 — 009.001 — 107
▼M7
Appendix
Compatibility of the braking rate of the trailer and the mean fully devel-
opeddeceleration ofthetractor/trailer combination
(Trailer laden and unladen)
Notes:
1. Limits indicated in the diagram refer to laden and unladen trailers. When the
trailer unladen mass exceeds 75 % of its maximum mass, limits shall be
applied only to ‘laden’ conditions.
2. Limits indicated in the diagram shall not affect the provisions of this Annex
regarding the minimum braking performances required. However, if braking
performances obtained during the test — in accordance with provisions indi-
cated in point 3.4 above — are greater than those requested, do not exceed
the limits indicated in the above diagram.
TR = sum of braking forces at periphery of all wheels of trailer.
PR = total normal static reaction of road surface on wheels of trailer.
J = mean fully developed deceleration of tractor/trailer combination.1971L0320 — EN — 24.10.2002 — 009.001 — 108
▼M7
ANNEX XII
Inertiadynamometertestmethodforbrakelinings
1. GENERAL
1.1. The procedure described in this Annex may be applied in the
event of a modification of vehicle-type resulting from the fitting
of brake linings of another type to vehicles which have been
approved in accordance withth is Directive.
1.2. The alternative types of brake linings shall be checked by
comparing their performance with that obtained from the brake
linings with which the vehicle was equipped at the time of
approval and conforming to the components identified in the rele-vant information document, a model of which is given in Annex
XVIII or Annex XIX.
1.3. The technical authority responsible for conducting approval tests
may, at its discretion, require comparison of the performance of
the brake linings to be carried out in accordance with the relevant
provisions contained in Annex II.
1.4. Application for approval by comparison shall be made by the
vehicle manufacturer.
1.5. In the context of this Annex ‘vehicle’ means the vehicle-type
approved according to this Directive and for which it is requested
that the comparison shall be considered satisfactory.
2. TEST EQUIPMENT
2.1. A dynamometer having the following characteristics shall be
used:
2.1.1. it shall be capable of generating the inertia required by point 3.1
of this Annex, and have the capacity to meet the requirements
prescribed by points 1.3, 1.4 and 1.6 of Annex II withrespect to
Type I, Type II and Type III fade tests;
2.1.2. the test brakes fitted shall be identical with those of the original
vehicle-type concerned;
2.1.3. air cooling, if provided, shall be in accordance with point 3.4 of
this Annex;
2.1.4. the instrumentation for the test shall be capable of providing at
least the following data:
2.1.4.1. a continuous recording of disc or drum rotational speed;
2.1.4.2. number of revolutions completed during a stop, to resolution not
greater than one eighth of a revolution;
2.1.4.3. stop time;
2.1.4.4. a continuous recording of the temperature measured in the centre
of the path swept by the lining or a mid-thickness of the disc or
drum or lining;
2.1.4.5. a continuous recording of brake application control line pressure
or force;
2.1.4.6. a continuous recording of brake output torque.
3. TEST CONDITIONS
3.1. The dynamometer shall be set as close as possible, with ± 5 %
tolerance, to the rotary inertia equivalent to that part of the total
inertia of the vehicle braked by the appropriate wheel(s)
according to the following formula:
I¼MR2
where:
I = rotary inertia (kgm2)
R = dynamic tyre rolling radius(m)M = that part of the maximum mass of the vehicle braked by
the appropriate wheel(s).1971L0320 — EN — 24.10.2002 — 009.001 — 109
▼M7
In the case of a single-ended dynamometer, this part shall be
calculated from the design braking distribution in the case of
motor vehicles when deceleration corresponds to the appropriate
value given in point 2.1.1.1.1 of Annex II; in the case of trailers,
the value of M shall correspond to the load on the ground for the
appropriate wheel when the vehicle is stationary and loaded to its
maximum mass.
3.2. The initial rotational speed of the inertia dynamometer shall
correspond to the linear speed of the vehicle as prescribed in
Annex II and shall be based on the rolling radius of the tyre;
3.3. Brake linings shall be at least 80 % bedded and shall not have
exceeded a temperature of 180 ºC during the bedding procedure,
or alternatively, at the vehicle manufacturer's request, be bedded
in accordance withh is recommendations.
3.4. Cooling air may be used, flowing over the brake in a direction
perpendicular to its axis of rotation. The velocity of the cooling
air flowing over the brake shall not be greater than 10 km/h.
The temperature of the cooling air shall be the ambient tempera-
ture.
4. TEST PROCEDURE
4.1. Five sample sets of the brake lining shall be subjected to the
comparison test. They shall be compared with five sets of linings
conforming to the original components identified in the informa-
tion document concerning the first approval of the vehicle-type
concerned.
4.2. Brake lining equivalence shall be based on a comparison of the
results achieved using the test procedures prescribed in this
Annex and in accordance withth e following requirements:
4.3. Type 0 cold performance test
4.3.1. Three brake applications shall be made when the initial tempera-
ture is below 100 ºC. The temperature shall be measured in
accordance withth e provisions of point 2.1.4.4.
4.3.2. In the case of brake linings intended for use on vehicles of cate-
gories M and N, brake applications shall be made from an initial
rotational speed equivalent to that given in point 2.1.1.1.1 of
Annex II and the brake shall be applied to achieve a mean torque
equivalent to the mean fully developed deceleration prescribed in
that item. In addition, tests shall be carried out at several rota-
tional speeds, the lowest being equivalent to 30 % of themaximum speed of the vehicle and the highest being equivalent
to 80 % of that speed.
4.3.3. In the case of brake linings intended for use on vehicles of cate-
gory O, brake applications shall be made from an initial rotational
speed equivalent to 60 km/h, and the brake shall be applied to
achieve a mean torque equivalent to that prescribed in point
2.2.1 of Annex II. A supplementary cold performance test from
an initial rotational speed equivalent to 40 km/hsh all be carried
out for comparison withth e Type I test result as described in
point 2.2.1.2.1 of Annex II.
4.3.4. The mean braking torque during the above cold performance tests
on the linings being tested for the purpose of comparison shall,
for the same input measurement, be within the test limits ± 15 %
of the mean braking torque recorded with the brake linings
conforming to the component identified in the relevant applica-
tion for vehicle type approval.
4.4. Type I test
4.4.1. Withrepeated braking4.4.1.1. Brake linings for vehicles of categories M and N shall be tested
according to the procedure given in point 1.3.1 of Annex II.
4.4.2. Withconti nuous braking
4.4.2.1. Brake linings for trailers of category O shall be tested in accor-
dance withpoint 1.3.2 of Annex II.
4.4.3. Hot performance1971L0320 — EN — 24.10.2002 — 009.001 — 110
▼M7
4.4.3.1. On completion of the tests required under points 4.4.1 and 4.4.2
above, the hot braking performance test specified in point 1.3.3 of
Annex II shall be carried out.
4.4.3.2. The mean braking torque during the above hot performance tests
on the linings being tested for the purpose of comparison shall,
for the same input measurement, be within the test limits ± 15 %
of the mean braking torque recorded with the brake linings
conforming to the component identified in the relevant applica-
tion for vehicle type approval.
4.5. Type II test
4.5.1. This test shall be required only if, on the vehicle-type in question,
the friction brakes are used for the Type II test.
4.5.2. Brake linings for motor vehicles of category M3and N3(except
those required under point 2.2.1.19 of Annex I to undergo a
Type IIA test), shall be tested according to the procedure set out
in point 1.4.1 of Annex II. Trailers of category O4shall be tested
according to the procedure set out in point 1.6. of Annex II
4.5.3. Hot performance4.5.3.1. On completion of the test required under point 4.5.2 above, the
hot performance test specified in point 1.4.3 of Annex II shall
be carried out.
4.5.3.2. The mean braking torque during the above hot performance tests
on the linings being tested for the purpose of comparison shall,
for the same input measurement, be within the test limits ± 15 %
of the mean braking torque recorded with the brake linings
conforming to the component identified in the relevant applica-
tion for vehicle type approval.
4.6. Fade test (Type III test)
4.6.1. Test withrepeated braking
4.6.1.1. Brake linings for trailers of category O
4, shall be tested according
to the procedure given in point 1.6 of Annex II to this Directive.
4.6.3. Hot performance4.6.3.1. On completion of the tests required under points 4.6.1 and 4.6.2
of this Annex, the hot-braking performance test specified in point
1.6.2 of Annex II to this Directive shall be completed.
4.6.3.2. The mean braking torque during the above hot performance test
on the linings being tested for the purpose of comparison shall,
for the same input measurement, be within the test limits ± 15 %
of the mean braking torque recorded with the brake linings
conforming to the component identified in the relevant applica-
tion for vehicle type approval.
5. INSPECTION OF BRAKE LININGS
5.1. Brake linings shall be visually inspected on completion of the
tests outlined above to check that they are in satisfactory condi-tion for continued use in normal service.1971L0320 — EN — 24.10.2002 — 009.001 — 111
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ANNEX XIII
Braking and deviation test for vehicles with temporary-use spare wheels/
tyres
1. GENERAL CONDITIONS
1.1. The test track shall be substantially level and have a surface
affording good adhesion.
1.2. The test shall be performed when there is no wind liable to affect
the results.
1.3. The vehicle shall be loaded to its maximum mass as determined
in point 1.14 of Annex I.
1.4. The axle loads resulting from the loading condition in accordance
with point 1.3 of this Annex shall be proportional to the
maximum axle loads as determined in point 1.2.1.2.1 of Annex II
1.5. The tyres shall be inflated to the pressure recommended for the
vehicle-type by the manufacturer.
2. BRAKING AND DEVIATION TEST
2.1. The test shall be carried out with the temporary-use spare wheel/
tyre fitted alternately in place of one front wheel and one rear
wheel. However, if use of the temporary-use spare wheel/tyre is
restricted to a specific axle, the test shall be carried out only
with the temporary-use spare wheel/tyre fitted to that axle.
2.2. The test shall be carried out using the service braking system
from an initial speed of 80 km/hwithth e engine disconnected.
2.3 The stopping distance shall not exceed the value resulting from
the following formula (1):
s/C200;1vþv2
150
where
s = stopping distance in m
v = initial speed of 80 km/h.
The force applied to the control shall not exceed 500 N.The mean fully developed deceleration during the test shall not
be less than 5,8 m s
2.
2.4. Tests shall be carried out for each of the fitting conditions of
temporary-use spare wheels/tyres specified in point 2.1 of this
Annex.
2.5. The prescribed braking performance shall be obtained without
any wheel-locking, deviation of the vehicle from its intended
course, abnormal vibration, abnormal wear of the tyre during the
test or excessive steering correction.1971L0320 — EN — 24.10.2002 — 009.001 — 112
(1) This formula corresponds to that prescribed for the service braking system performance
of vehicles of category M1in point 2.1.1.1.1 of Annex II.
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ANNEX XIV
Alternativeprocedurefortestingtrailer anti-lockbrakingsystem(ABS)
1. GENERAL
1.1. Testing of a trailer in accordance withAnnex X of th is Directive
may be waived at the time of type-approval of the trailer
provided that the anti-lock braking system (ABS) complies with
the requirements of this Annex.
2. INFORMATION DOCUMENT
2.1. The manufacturer of the ABS shall supply to the technical service
an information document of the system(s) requiring approval.
This document shall contain at least the following information:
2.1.1. General
2.1.1.1. Name of manufacturer
2.1.1.2. System name2.1.1.3. System variations2.1.1.4. System configurations (e. g. 2S/1M, 2S/2M etc.)2.1.1.5. Explanation of the basic function and/or philosophy of the system2.1.2. Applications
2.1.2.1. List of trailer types and ABS configurations for which approval is
required.
2.1.2.2. Schematic diagrams of the system configurations installed on the
trailers defined in point 2.1.2.1 withconsideration given to th e
following parameters:
Sensor locations
Modulator locationsLift axles
Steering axles
Tube: type — bore size(s) and lengths
2.1.2.3. Relationship of tyre circumference to the resolution of the exciter,
including tolerances.
2.1.2.4. Tolerance on tyre circumference between one axle and another
fitted withth e same exciter.
2.1.2.5. Scope of application withrespect to suspension type, e. g.
balanced mechanical etc. with reference to the manufacturer and
model/type.
2.1.2.6. Recommendations on differential brake input torque (if any) in
relation to the ABS configuration and trailer bogie.
2.1.2.7. Test data shall be supplied to enable the worst-case axle loading
to be determined for the purpose of the energy consumption test.
This shall be determined by carrying out a series of tests with
incremental axle loads. Operating within the axle load range of
± 10000 N of the maximum energy consumption value, a
minimum of five results within this range is required. Additional
results shall be supplied to illustrate the trend outside of the
maximum consumption range. Based on the above data the test
trailer(s) shall be loaded to represent the determined worst-case.
2.1.2.8. Additional information (if applicable) to the application of the
anti-lock braking system.
2.1.3. Component description2.1.3.1. Sensor(s)
— Function
— Identification (e.g. part number(s))
2.1.3.2. Controller(s)
— General description and function
— Identification (e. g. part number(s))1971L0320 — EN — 24.10.2002 — 009.001 — 113
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— Failure modes as defined in point 4.1 of Annex X
— Additional features (e. g. retarder control, automatic config-
uration, variable parameters, diagnostics).
2.1.3.3. Modulator(s)
— General description and function
— Identification (e. g. part number(s))— Limitations (e. g. maximum delivery volume to be controlled)
2.1.3.4. Electrical Equipment
— Circuit diagram(s)
— Powering methods— Warning lamp sequence
2.1.3.5. Pneumatic Circuits
— Braking schematics covering the ABS configurations as
applied to the trailer types defined in point 2.1.2.1
— Limitations on pipe/tube sizes and associated lengths that
have an effect on system performance (e. g. between modu-
lator and brake chamber)
2.1.4. Electro-magnetic compatibility (EMC)2.1.4.1. Compliance withpoint 4.6. of Annex X concerning EMC in
terms of susceptibility and emissions will be fulfilled on submis-
sion of a technical file or approval to a recognised standard (
1).
The file or approval document shall include details of the test
method, configurations(s) tested and results obtained.
3. DEFINITION OF TEST VEHICLE(S)
3.1. Based on the information supplied in the information document,
in particular the trailer applications defined in point 2.1.2.1, the
technical service shall carry out tests on representative trailers
having up to three axles and equipped with the respective anti-
lock braking system/configuration requiring approval — as
defined in point 2.1.2.1 of this Annex. Additionally, when
selecting the trailers for evaluation consideration shall also be
given to the parameters defined in the following paragraphs.
3.1.1. Suspension type
The method of evaluating the performance of the anti-lock
braking system relative to the suspension type will be selected
in the following way:
Semi-trailers: For eachsuspension group e. g. balanced mech an-
ical etc. a representative trailer shall be evaluated.
Full trailers: Evaluation to be carried out on a representative
trailer equipped withany one suspension type.
3.1.2. Wheelbase
For semi-trailers the wheelbase shall not be a limiting factor but
for full trailers the shortest wheelbase shall be evaluated.
3.1.3. Brake type
Approval shall be limited to cam brakes but should other brake
types become available then comparative testing may be required.
3.1.4. Load sensing device
The utilisation of adhesion shall be determined with the load
sensing device set to the laden and unladen conditions. To ensure
full cycling of the ABS the load sensing device may be adjusted
so that the static brake chamber pressure is 1 bar greater than the
maximum ABS cycling pressure.
3.1.5. Brake actuation
Differentials in the level of actuation shall be recorded for
evaluation during the tests to determine the utilisation of adhe-1971L0320 — EN — 24.10.2002 — 009.001 — 114
(1) This shall be demonstrated by compliance with the technical requirements laid down in
Council Directive 72/245/EEC (OJ L 152, 6.7.1972, p. 15), as last amended by Direc-
tive 95/54/EC (OJ L 266, 8.11.1995, p. 1).
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sion. Results obtained from tests for one trailer may be applied to
other trailers of the same type.
3.1.6. Energy consumption
The trailer(s) selected to evaluate the ABS shall be such that it is
possible to load the axles to the worst case load as defined in
point 2.1.2.7.
3.2. For eachtype of trailer under test, documentation sh owing brake
compatibility as defined by the Appendix to Annex II (diagrams 2
and 4) shall be made available to demonstrate conformity.
3.3. For the purpose of the approval semi-trailers and centre-axle trai-
lers shall be deemed to be of the same vehicle-type.
4. TEST SCHEDULE
4.1. The following tests shall be conducted by the technical service on
the vehicle(s) defined in point 3 of this annex for each ABS
configuration — see point 2.1.4 — taking into consideration the
application list defined in point 2.1.2.1. However, worst-case
cross referencing may eliminate certain tests. If worst-case testing
is actually used, this should be stated in the test report.
4.1.1. Utilisation of adhesion
Tests shall be carried out according to the procedure defined in
point 6.2 of Annex X for eachAS configuration and trailer type,
as defined in the information document (point 2.1.2.1).
4.1.2. Energy consumption4.1.2.1. Axle loading — The axle loadings of the trailer being evaluated
shall be such as to represent the worst-case condition with respect
to energy consumption (point 2.1.2.7).
4.1.2.2. Energy consumption test — Test shall be carried out according to
the procedure defined in point 6 of annex X for each ABS config-
uration.
4.1.2.3. To enable trailers submitted for approval to be checked for
conformity to the anti-lock energy consumption requirements
(see point 6.1, Annex X), the following checks shall be carried
out:
4.1.2.3.1. Prior to the commencement of the energy consumption test (point
4.1.2.2) the relationship (R
1) of brake chamber push rod travel
(sT) against brake lever length(lT) shall be determined for a brake
chamber pressure of 6,5 bar.
Example: lT= 130mm, sT= 22 mm,
Rl¼sT
lT¼22
130¼0;169
4.1.2.3.2. With the load sensing device set to the laden condition and the
initial energy level set according to point 6.1.2 to Annex X the
energy storage device(s) shall be isolated from further supply of
air. The brakes shall be applied with a control pressure of 6,5 bar
at the coupling head and then released. Further applications shall
be made until the pressure in the brake chambers is the same as
that obtained after following the test procedure defined in points
4.1.2.1 and 4.1.2.2. The number of equivalent brake applications
(ne) shall be noted.
4.1.3. Split-friction test Where an anti-lock braking system is to be
defined as a category A system then all such ABS configurations
shall be subject to he performance requirements of point 6.3.2 of
Annex X.
4.1.4. Low and high speed performance4.1.4.1. With the trailer set as for the utilisation of adhesion evaluation,
verification of the low and high speed performance shall be
carried out according to 6.3.1 of Annex X.
4.1.4.2. Where a tolerance exists between the number of exciter teeth and
tyre circumference, functional checks shall be carried out at the
extremes of tolerance in accordance withpoint 6.3 of Annex X.1971L0320 — EN — 24.10.2002 — 009.001 — 115
▼M7
This may be achieved by utilising different tyre sizes or by
producing special exciters to simulate the frequency extremes.
4.1.5. Additional checks
The following additional checks shall be carried out with the
towing vehicle unbraked and the trailer unladen:
4.1.5.1. When an axle/bogie passes from a high-adhesion surface (kH)t oa
low-adhesion surface (kL) where kH≥0,5 and kH/kL≥2 witha
control pressure at the coupling head of 6,5 bar, the directly
controlled wheels shall not lock. The running speed and the
instant of applying the trailer brakes is so calculated that with
the anti-lock braking system fully cycling on the high-adhesion
surface, the passage from one surface to the other being made at
approximately 80 km/hand 40 km/h .
4.1.5.2. When a trailer passes from a low-adhesion surface (kL) to a high-
adhesion surface (kH) where kH≥0,5 and kH/kL≥2, witha
control pressure at the coupling head of 6,5 bar, the pressure in
the brake chambers shall rise to an appropriate high value within
a reasonable time and the trailer shall not deviate form its initial
course. The running speed and the instant of applying the brake is
so calculated that, with the anti-lock braking system fully cycling
on the low adhesion surface, the passage from one surface to the
other occurs at approximately 50 km/h.
4.1.6. Failure mode simulation
A check shall be made on a test vehicle or simulation rig with
respect to the external wiring and compliance to point 4.1 of
Annex X.
5. APPROVAL REPORT
5.1. An approval report shall be produced, the content of which is
defined in Appendix 1 to this Annex.
6. VERIFICATION
6.1. Verification of components and installation
The specification of the ABS installed on the trailer to be type
approved shall be verified by satisfying each of the following
criteria:
Item Criteria
6.1.1. (a) Sensor(s) No change allowed
(b) Controller(s) No change allowed
(c) Modulator(s) No change allowed
6.1.2. Tube size(s) and lengths
a) Reservoir supply to modulator(s)
Minimum inside diameter May be increased
Maximum overall lengthMay be reduced
b) Modulator delivery to brake chambers
Inside diameter No change allowed
Maximum overall lengthMay be reduced
6.1.3. Warning signal sequence No change allowed
6.1.4. Differentials in brake input torque within
a bogieOnly approved differentials (if any)
permitted
6.1.5. For other limitations refer to section 4 of
the test report as described in Appendix 1
to this AnnexInstallation to be within the scope of the
limitations defined
No deviation allowed1971L0320 — EN — 24.10.2002 — 009.001 — 116
▼M7
6.2. Verification of reservoir capacity
6.2.1. As the range of braking systems and auxiliary equipment used on
a trailer is diverse it is not possible to have a table of recom-
mended reservoir capacities. To verify that adequate storage
capacity is installed testing may be conducted according to point
6 of Annex X or the procedure defined below should be followed:
6.2.1.1. Brake adjustment shall be such as to represent the conditions of
the test trailer(s) on which the anti-lock braking system(s) was
approved. On the trailer to be approved the brake chamber push
rod travel at a brake chamber pressure of 6,5 bar shall be calcu-
lated and set according to the following formula:
Note:To provide a level of security withrespect to th e energy
storage capacity a safety factor of + 20 % has been included.
Sv=lv× 1,2 × Rl
Example:
lv= 150 mm, Rl= 0,169
Sv= 150 × 1,2 × 0,169 = 30,4 mm
6.2.1.2. With the brakes adjusted according to point 6.2.1.1 — when a
trailer is equipped withautomatic wear adjustment devices th e
automatic adjustment mechanism shall be disabled for the
purpose of the test or an equivalent manual adjusting device
installed — and the load sensing device set to the laden condition
and the initial energy level set according to point 6.1.2 of Annex
X, the energy storage device(s) shall be isolated from further
supply. The brakes shall be applied with a control pressure of
6,5 bar at the coupling head and then fully released. Further brake
applications/releases shall be made up to the number nedeter-
mined from the test conducted in accordance with point
4.1.2.3.2. During this application, the pressure in the operatingcircuit shall be sufficient to provide a total braking force at the
periphery of the wheels equal to not less than 22,5 % of the
maximum stationary wheel load and without causing automatic
application of any braking system not being under the control of
the anti-lock braking system.
6.3. Verification of function
6.3.1. This shall be limited to a dynamic functional check of the anti-
lock braking system. To ensure full cycling it may be necessary
to adjust the load sensing device or utilise a surface having a low
tyre-to-road adhesion.1971L0320 — EN — 24.10.2002 — 009.001 — 117
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Appendix 1
Trailer anti-lockbrakingsystemapprovalreport
Approval Report No: …
1. Identification
1.1. Manufacturer of the anti-lock braking system (name and address):
1.2. System name/model:
2. System(s)andinstallation(s)approved
2.1. ABS configuration(s) approved (e.g. 2S/1M, 2S/2M etc.):2.2. Range of application (type of trailer and number of axles):
2.3. Methods of powering:
ISO 7638, ISO 1185, etc.
2.4. Identification of approved sensor(s), controller(s) and modula-
tor(s):
2.5. Energy consumption — equivalent number of static brake appli-
cations and the ratio of actuator stroke against brake lever length:
2.6. Additional features e.g. retarder control, lift axle configuration
etc:
3. Testdataandresults
3.1. Test vehicle data:
3.2. Test surface information:3.3. Test results:
3.3.1. Utilisation of adhesion:
3.3.2. Energy consumption:
3.3.3. Split-friction test:
3.3.4. Low speed performance:3.3.5. Highspeed performance:
3.3.6. Additional checks:
3.3.6.1. Transition from high to low-adhesion surfaces:
3.3.6.2. Transition from low to high-adhesion surfaces:
3.3.7. Failure mode simulation:3.3.8. Functional checks of optional power connections:
3.3.9. Electro-magnetic compatibility:
4. Limitationsofinstallation
4.1. Relationship of tyre circumference to the resolution of the
exciter:
4.2. Tolerance on tyre circumference between one axle and another
fitted withth e same exciter:
4.3. Suspension type:
4.4. Differential(s) in brake input torque within a trailer bogie:
4.5. Wheelbase of full trailer:
4.6. Brake type:
4.7. Tube sizes and lengths:4.8. Load sensing device application:
4.9. Warning lamp sequence:
4.10. Other recommendations/limitations (e.g. locations of sensors,
modulator(s), lift axle(s), steering axle(s)):1971L0320 — EN — 24.10.2002 — 009.001 — 118
▼M7
5. Dateoftest
The anti-lock braking system described above complies with the
requirements of Annex XIV of Directive 71/320/EEC as last
amended by Directive 98/12/EC.
Technical service/approval authority (1) conducting the test:
Approval Authority if different from the Technical Service:
Attachment:(Manufacturer's information document).1971L0320 — EN — 24.10.2002 — 009.001 — 119
(1) Delete as appropriate.
▼M7
Appendix 2
Symbolsanddefinitions
Symbol Notes
sTBrake chamber push rod travel of reference test trailer in
mm
lTBrake lever lengthof reference test trailer in mm
R1Ratio of sT/lT
neNumber of equivalent static brake applications
lvBrake lever lengthof trailer to be approved in mm
svBrake chamber push rod travel of trailer to be approved in
mm1971L0320 — EN — 24.10.2002 — 009.001 — 120
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ANNEX XV
EC type-approval of replacement brake lining assemblies as separate tech-
nicalunits
1. SCOPE
1.1 This Annex applies to the type-approval as separate technical
units within the meaning of Article 2 of Directive 70/156/EEC,
of brake lining assemblies to be installed on motor vehicles and
trailers of categories M1≤3,5 tonnes, M2≤3,5 tonnes, N1,O1and O2as replacement parts.
1.2 Approvals are only mandatory for those replacement brake lining
assemblies intended to be fitted to suchmotor veh icles and trai-
lers which were approved pursuant to Directive 71/320/EEC as
amended by this Directive.
2. DEFINITIONS
For the purpose of this Annex,
2.1. ‘braking equipment’ has the meaning assigned in point 1.2 of
Annex 1 to this Directive;
2.2. ‘friction brake’ means the part of the braking equipment in which
the forces opposing the movement of a vehicle develop by fric-
tion between a brake lining and a wheel disc or drum moving
relatively to eachoth er;
2.3. ‘brake lining assembly’ means a component of a friction brake
which is pressed against a drum or disc, respectively, to produce
the friction force;
2.3.1. ‘shoe assembly’ means a brake lining assembly of a drum brake;2.3.1.1. ‘shoe’ means a component of a shoe assembly which carries the
brake lining;
2.3.2. ‘pad assembly’ means a brake lining assembly of a disc brake;2.3.2.1. ‘backplate’ means a component of a pad assembly which carries
the brake lining;
2.3.3. ‘brake lining’ means the friction material component of a brake
lining assembly;
2.3.4. ‘friction material’ means the product of a specified mixture of
materials and processes which together determine the characteris-
tics of a brake lining;
2.4. ‘brake lining type’ means a category of brake linings which do
not differ in friction material characteristics;
2.5. ‘brake lining assembly type’ means wheel sets of brake lining
assemblies which do not differ in brake lining type, dimension
or functional characteristics;
2.6. ‘original brake lining’ means a brake lining type referenced in the
vehicle type-approval certificate, Annex IX, Addendum to
Appendix 1, point 1.2 and subpoints;
2.7. ‘original brake lining assembly’ means a brake lining assembly
conforming to the data submitted in a vehicle information docu-
ment;
2.8. ‘replacement brake lining assembly’ means a brake lining
assembly of a type approved under this Directive as a suitable
service replacement for an original brake lining assembly;
2.9. ‘manufacturer’ means the organisation which can assume tech-
nical responsibility for the brake lining assemblies and can
demonstrate that it possesses the necessary means to achieve
conformity of production.
3. APPLICATION FOR EC TYPE-APPROVAL
3.1. An application for EC type-approval pursuant to Article 3(4) of
Directive 0/156/EEC of a replacement brake lining assembly
type for (a) specific vehicle type(s) shall be submitted by the
manufacturer of the replacement brake lining assembly.1971L0320 — EN — 24.10.2002 — 009.001 — 121
▼M7
3.2. An application may be submitted by the holder of (a) vehicle
type-approval(s) to this Directive in respect of replacement brake
lining assemblies conforming to the type referenced in the vehicle
type-approval certificate, Annex IX, Addendum to Appendix 1,
point 1.2 and subpoints.
3.3. A model for the information document is given in Annex XVII.
3.4. The following must be submitted to the technical service respon-
sible for the type-approval tests:
3.4.1 Brake lining assemblies of the type for which approval is sought
in sufficient quantity to perform the approval tests. The samples
shall be clearly and indelibly marked with the applicant's trade
name or mark and the type designation.
3.4.2 The suitable representative vehicle(s) and/or brake(s).
4. GRANTING OF EC TYPE-APPROVAL
4.1. If the relevant requirements are satisfied, EC Type-Approval
pursuant to Article 4(3) and, if applicable, Article 4(4) of Direc-
tive 70/156/EEC shall be granted.
4.2. A model for the EC type-approval certificate is given in Annex
XVI.
4.3. An approval number in accordance withAnnex VII to Directive
70/156/EEC shall be assigned to each type of replacement brake
lining assembly approved. The same Member State shall not
assign the same number to another brake lining assembly type.
The same type-approval number may cover the use of that brake
lining assembly type on a number of differing vehicle types.
4.4. MARKING4.4.1. Every replacement brake lining conforming to the type approved
under this Directive as a separate technical unit shall bear an EC
type-approval mark.
4.4.2. This mark shall consist of a rectangle surrounding the letter ‘e’
followed by the distinguishing number or letters of the Member
State which has granted the type-approval:
1 for Germany
2 for France
3 for Italy
4 for the Netherlands
5 for Sweden
6 for Belgium
9 for Spain
11 for the United Kingdom
12 for Austria
13 for Luxembourg
17 for Finland
18 for Denmark
21 for Portugal
23 for Greece
IRL for Ireland.
It must also include in the vicinity of the rectangle the ‘base
approval number’ contained in section 4 of the type-approval
number referred to in Annex VII of Directive 70/156/EEC,
preceded by the two figures indicating the sequence number
assigned to the most recent major technical amendment to Direc-
tive 71/320/EEC on the date EC type-approval was granted. In
this Directive the sequence number is 01. The additional three
digits arranged in the vicinity of the rectangle shall be used to
designate the shoe or backplate.
4.4.3. The approval mark referred to in point 4.4.2 above shall be
clearly legible and be indelible.1971L0320 — EN — 24.10.2002 — 009.001 — 122
▼M7
4.4.4. Appendix 1 to this Annex gives examples of arrangements of the
approval mark and approval data referred to above and in point
6.5 below.
5. SPECIFICATIONS AND TESTS
5.1. GENERAL
A replacement brake lining assembly shall be so designed and
constructed that when substituted for the assembly originally
fitted to a vehicle the braking efficiency of that vehicle accords
with that of the approved vehicle type in compliance with the
provisions of Annex II to this Directive.
Specifically:
(a) a vehicle equipped with replacement brake lining assemblies
shall satisfy the relevant braking requirements of this Direc-
tive;
(b) a replacement brake lining assembly shall display perfor-
mance characteristics similar to that of the original brake
lining assembly it is intended to replace;
(c) a replacement brake lining assembly must possess adequate
mechanical characteristics;
5.2. Replacement brake lining assemblies conforming to the type
specified in vehicle type-approval documentation to this Directive
are deemed to satisfy the requirements of paragraph 5 of this
Annex.
5.3. Performance requirements
5.3.1. Replacement brake lining assemblies for vehicles of categories
M1,M2and N1
Replacement brake lining assemblies shall be tested according to
the prescriptions of Appendix 2 and must satisfy the requirements
stated in this appendix. For speed sensitivity and cold perfor-
mance equivalence one of the two methods describes in
Appendix 2 shall be used.
5.3.2. Replacement brake lining assemblies for vehicles of categories O1and O2
Replacement brake lining assemblies shall be tested according to
the prescriptions of Appendix 3 and shall satisfy the requirements
stated in Appendix 3 and Appendix 4 of this Annex.
5.4. Mechanical characteristics
5.4.1. Replacement brake lining assemblies of the type for which
approval is requested shall be tested for shear strength according
to ISO 6312: (1981) standard.
The minimum acceptable shear strength is 250 N/cm2for pad
assemblies and 100 N/cm2for shoe assemblies.
5.4.2. Replacement brake lining assemblies of the type for which
approval is requested shall be tested for compressibility according
to ISO 6310: (1981) standard.
The compressibility values shall not exceed 2 % at ambient
temperature and 5 % at 400 ºC for pad assemblies and 2 % at
ambient temperature and 4 % at 200 ºC for shoe assemblies.
6. PACKAGING AND MARKING
6.1. ►M8Replacement brake lining assemblies conforming to a type
approved in accordance with this Directive shall be packaged in
axle sets. ◄
6.2. Eachaxle set sh all be contained in a sealed package constructed
to show previous opening.
6.3. Each package shall display the following information:6.3.1. the quantity of replacement brake lining assemblies in the
package;
6.3.2. manufacturer's name or trade mark;6.3.3. make and type of replacement brake-lining assemblies;1971L0320 — EN — 24.10.2002 — 009.001 — 123
▼M7
6.3.4. ►M8sufficient for the customer to identify the vehicles/axles/
brakes for which the contents are approved; ◄
6.3.5. the approval mark.
6.4. Eachpackage sh all contain fitting instructions:
6.4.1. withparticular reference to ancillary parts;6.4.2. stating that replacement brake lining assemblies should be
replaced in axle sets.
6.5. Eachreplacement brake lining assembly sh all display perma-
nently one set of approval data:
6.5.1. the approval mark;
6.5.2. the date of manufacture, at least month and year;6.5.3. make and type of brake lining.
7. MODIFICATIONS OF THE TYPE AND AMENDMENTS TO
APPROVALS
7.1. In the case of modifications of the type approved pursuant to this
Directive, the provisions of Article 5 of Directive 70/156/EEC
shall apply.
8. CONFORMITY OF PRODUCTION
8.1. As a general rule measures to ensure the conformity of produc-
tion shall be taken pursuant to Article 10 of 70/156/EEC.
8.2. Original brake lining assemblies being the subject of an applica-
tion under point 3.2. are deemed to satisfy the requirements of
point 8.
8.3. The tests referred to in point 2.3.5 of Annex 10 to 70/156/EEC
are those prescribed in point 5.4. and in Appendix 4 to this
Annex.
8.4. The normal frequency of inspections authorised by the competent
authority shall be one per year.1971L0320 — EN — 24.10.2002 — 009.001 — 124
▼M7
Appendix 1
Arrangementsoftheapprovalmarkandapprovaldata
(see point 4.4 and 6.5 of this Annex)
The above approval mark shows that the item concerned has been approved in the Netherlands (e 4),
pursuant to this Directive. In this illustration the first two digits (01) refer to the sequence number
assigned to the most recent technical amendments made to Council Directive 71/320/EEC; the
following four digits (0047) are those allocated by the approval authority to the brake lining type as
the base approval number, and the additional three digits (901) arranged in the vicinity of the
rectangle are those allocated by the approval authority to the shoe or backplate. All nine digits
together comprise the approval mark for that replacement brake lining assembly type.
Exampleofpadassemblymarking
1971L0320 — EN — 24.10.2002 — 009.001 — 125
▼M7
Exampleoftheshoeassemblymarking
Note:
Positions of any these markings shown in the examples above are not mandatory1971L0320 — EN — 24.10.2002 — 009.001 — 126
▼M7
Appendix 2
Requirements for replacement brake lining assemblies for vehicles of cate-
goriesM1,M2andN1
1. CONFORMANCE WITH THIS DIRECTIVE
Compliance with the requirements of this Directive shall be
demonstrated in a vehicle test.
1.1. Test vehicle
A vehicle which is representative of the type(s) for which the
replacement brake lining assembly approval is required shall be
equipped with the replacement brake lining assemblies of the
type for which approval is requested and instrumented for brake
testing as required by the Directive.
Brake linings assemblies submitted for test shall be fitted to the
relevant brakes and, until a fixed burnishing procedure is estab-
lished, shall be burnished to the manufacturer's instructions in
agreement with the technical service.
1.2. The braking system of the vehicle shall be tested according to the
requirements for the vehicle category in question (M1,M2or N1)
in Annex II, points 1 and 2. The applicable requirements or tests
are:
1.2.1. Service braking system
1.2.1.1. Type 0 test withengine disconnected, veh icle laden1.2.1.2. Type 0 test withengine connected, veh icle unladen and laden,
according to Annex II, points 1.2.3.1 (stability test) and 1.2.3.2
(only the test with initial speed v = 0,8 v
max)
1.2.1.3. Type I test1.2.2. Sec ondary braking system
1.2.2.1. Type 0 test with engine disconnected, vehicle laden (this test may
be omitted in cases where it is obvious that the requirements are
met, e. g. diagonal split braking system)
1.2.3. Parking braking system
(Only applicable if the brakes for which lining approval is sought
are used for parking).
1.2.3.1. Downhill test at 18 % gradient, vehicle laden.1.3. The vehicle must satisfy all the relevant requirements stated in
Annex II, point 2 for that category of vehicles.
2. ADDITIONAL REQUIREMENTS
Compliance with the additional requirements shall be demon-
strated by using one of the two following methods:
2.1. Vehicle test (split axle test)
For this test the vehicle shall be fully laden and all brake applica-
tions made withengine disconnected, on a level road.
The vehicle service brake control system shall be equipped with a
means of isolating front and rear axle brakes so that either may
be used independently of the other.
Where brake lining assembly approval is required for front axle
brakes the rear axle brakes shall remain inoperative throughout
the test.
Where brake lining assembly approval is required for rear axle
brakes the front axle brakes shall remain inoperative throughout
the test.
2.1.1. Cold performance equivalence test
A comparison of the cold performance of the replacement brake
lining assembly and the original brake lining assembly shall be
made by comparing the results of testing to the following
method:1971L0320 — EN — 24.10.2002 — 009.001 — 127
▼M7
2.1.1.1. Make a minimum of six brake applications at spaced increments
of pedal effort or line pressure up to wheel lock or, alternatively,
up to a mean fully developed deceleration of 6 m/s2or up to the
allowed maximum pedal force for the category of vehicle in
question from an initial speed as given in the table below:
Vehicle categoryTest speed in km/h
front axle rear axle
M170 45
M250 40
N165 50
The initial brake temperature at the start of each application shall
be≤100 ºC.
2.1.1.2. Note and plot pedal force or line pressure and mean fully devel-
oped deceleration for eachapplication, and determine th e pedal
force or line pressure required to achieve (if possible) a mean
fully developed deceleration of 5 m/s2for front axle brakes and
3 m/s2for rear axle brakes. If these values cannot be achieved
withth e maximum allowed pedal force determine alternatively
the pedal force or line pressure required to achieve maximumdeceleration.
2.1.1.3. The replacement brake lining assembly shall be considered to
show similar performance characteristics to the original brake
lining assembly if the achieved mean fully developed decelera-
tions at the same control force or line pressure in the upper two
thirds of the generated curve are within 15 % of these obtained
withth e original brake lining assembly.
2.1.2. Speed sensitivity test2.1.2.1. Using the pedal force derived from item 2.1.1.2 of this Appendix
and withinitial brake temperature ≤100 ºC, make three brake
applications from eachof th e following speeds:
Front axle 65 km/h, 100 km/h and 135 km/h where v
maxexceeds
150 km/h.
Rear axle 45 km/h , 65 km/hand 90 km/hwh ere vmaxexceeds
150 km/h.
2.1.2.2. Average the results for each group of three applications and plot
speed against corresponding mean fully developed deceleration.
2.1.2.3. Mean fully developed decelerations recorded for the higher
speeds shall lie within 15 % of those recorded for the lowest
speed.
2.2. Inertia dynamometer test
2.2.1. Test equipment
For the tests an inertia dynamometer shall be equipped with the
vehicle brake in question. The dynamometer shall be instru-
mented for continuous recording of rotational speed, brake
torque, pressure in the brake line, number of rotations after brake
application, braking time and brake rotor temperature.
2.2.2. Test conditions2.2.2.1. The rotational mass of the dynamometer shall correspond to half
the axle portion of the maximum vehicle mass as listed in the
table below and to the rolling radius of the largest tyre that is
authorised for that vehicle type(s).
Vehicle categoryAxle portion of maximum vehicle mass
front rear
M10,77 0,32
M20,69 0,441971L0320 — EN — 24.10.2002 — 009.001 — 128
▼M7
Vehicle categoryAxle portion of maximum vehicle mass
front rear
N10,66 0,39
2.2.2.2. The initial dynamometer rotational speed shall correspond to the
linear vehicle speed as stated in points 2.2.3 and 2.2.4 of this
Appendix and shall be based on the dynamic rolling radius of
the tyre.
2.2.2.3. Brake linings submitted for test shall be fitted to the relevant
brakes and, until a fixed burnishing procedure is established, shall
be burnished to the manufacturer's instructions in agreement with
the technical service.
2.2.2.4. If cooling air is used, the speed of the airflow at the brake must
not be higher than 10 km/h.
2.2.3. Cold performance equivalence test
A comparison of the cold performance of the replacement brake
lining assembly and the original brake lining assembly shall be
made by comparing the results of testing to the following method.
2.2.3.1. From the initial speed of 80 km/h for M1and N1and 60 km/hfor
M2and withbrake temperature ≤100 ºC at the start of each
application make a minimum of six brake applications at spaced
intervals of line pressure up to a mean fully developed decelera-
tion of 6 m/s2.
2.2.3.2. Note and plot line pressure and mean fully developed decelera-
tion for eachapplication, and determine line pressure required to
achieve 5 m/s2.
2.2.3.3. The replacement brake lining assembly shall be considered to
show similar performance characteristics to the original brake
lining assembly if the achieved mean fully developed decelera-
tions at the same control force or line pressure in the upper two
thirds of the generated curve are within 15 % of those obtained
withoriginal brake lining assembly.
2.2.4. Speed sensitivity test2.2.4.1. Using the line pressure derived from point 2.2.3.2. and with
initial brake temperature ≤100 ºC make three brake applications
from rotational speeds corresponding to vehicle linear speeds of:
75 km/h, 120 km/h and 160 km/h where v
maxexceeds 150 km/h
2.2.4.2. Average the results for each group of three applications and plot
speed against corresponding mean fully developed deceleration.
2.2.4.3. Mean fully developed decelerations recorded for the higher
speeds shall lie within 15 % of that recorded for the lowest speed.1971L0320 — EN — 24.10.2002 — 009.001 — 129
▼M7
Appendix 3
Requirements for replacement brake lining assemblies for vehicles of cate-
goriesO1andO2
1. GENERAL
The test method described in this Appendix is based on an inertia
dynamometer test. Alternatively the tests may be carried out on a
test vehicle or on a rolling road test bench provided that the same
test conditions are achieved and the same parameters measured as
in the inertia dynamometer test.
2. TEST EQUIPMENT
For the tests an inertia dynamometer shall be equipped with the
vehicle brake in question. The dynamometer shall be instru-
mented for continuous recording of rotational speed, brake
torque, pressure in the brake line or actuation force, number of
rotations after brake application, braking time and brake rotor
temperature.
2.1. Test conditions
2.1.1. The rotational mass of the dynamometer shall correspond to half
the relevant axle portion of the maximum vehicle mass and the
rolling radius of the largest tyre that is authorised for that vehicle
type(s).
2.1.2. The initial dynamometer rotational speed shall correspond to the
linear vehicle speed as stated in point 3.1. of this Appendix and
shall be based on the dynamic rolling radius of the smallest tyre
that is authorised for that vehicle(s).
2.1.3. Brake lining assemblies submitted for the test shall be fitted to
the relevant brake and, until a fixed burnishing procedure is
established, shall be burnished to the manufacturer's instruction
in agreement with the technical service.
2.1.4. If cooling air is used the speed of the airflow at the brake must
not be higher than 10 km/h.
2.1.5. The actuation device fitted to the brake must correspond to the
vehicle installation.
3. TESTS AND REQUIREMENTS
3.1. Test 0 test
From the initial speed of 60 km/h with a brake temperature
≤100 ºC at the start of each application make a minimum of
six consecutive brake applications at spaced intervals of line pres-
sure or application force up to the maximum line pressure or up
to 6 m/s2deceleration. Repeat the last brake application using an
initial speed of 40 km/h.
3.2. Type I test
3.2.1. Heating procedure
The brake shall be heated with continuous braking according to
the requirement of Annex II, point 1.3.2. starting with a brake
rotor temperature ≤100 ºC.
3.2.2. Hot performance
On completion of the heating procedure the hot performance from
an initial speed of 40 km/h shall be measured under the condi-
tions of point 3.1 above using the same line pressure or
application force (the temperature conditions may be different).
The mean fully developed deceleration with the heated brake
must not be less than 60 % of the value achieved with the cold
brake or 3,5 m/s2.
3.3. Cold performance equivalence test
A comparison of the cold performance of the replacement brake
lining assembly and the original brake lining assembly shall be
made by comparing the results of the Type 0 test as described in
point 3.1.1971L0320 — EN — 24.10.2002 — 009.001 — 130
▼M7
3.3.1. The Type 0 test as prescribed in point 3.1. shall be performed
withone set of th e original brake lining assembly.
3.3.2. The replacement brake lining assembly shall be considered to
show similar performance characteristics to the original brake
lining assembly if the achieved mean fully developed declarations
at the same line pressure or application force in the upper two
thirds of the generated curve within 15 % of those obtained with
the original brake lining assembly.1971L0320 — EN — 24.10.2002 — 009.001 — 131
▼M7
Appendix 4
Determinationoffriction behaviourbymachinetesting
1. INTRODUCTION
1.1. Samples of a replacement brake lining assembly type shall be
tested on a machine capable of generating the test conditions
and applying the test procedures described in this Appendix.
1.2. Test results shall be evaluated to determine sample friction beha-
viour.
1.3. The friction behaviour of samples shall be compared to assess
conformity withth e standard registered for a replacement brake
lining assembly type.
2. EQUIPMENT
2.1. The machine shall be designed to accept and operate a full size
brake similar to those fitted to the vehicle axle used for approval
testing to point 5 of this Annex.
2.2. The disc or drum rotational speed shall be 660 ± 10 min−1without
load and shall not fall below 600 min−1on full load.
2.3. The test cycles and brake applications during the cycles shall be
adjustable and automatic.
2.4. Output torque or brake pressure (constant torque method) and
working surface temperature shall be recorded.
2.5. Provisions shall be made to direct cooling air across the brake at
a rate of 600 ± 60 m3/h.
3. TEST PROCEDURE
3.1. Sample preparation
The manufacturer's bedding schedule shall ensure a minimum of
80 % surface contact area for pad assemblies without exceeding a
surface temperature of 300 ºC and 70 % surface contact area for
the leading shoe assemblies without exceeding a surface tempera-
ture of 200 ºC.
3.2. Test schedule
The test schedule comprises a number of consecutive braking
cycles eachcontaining χbraking intervals of 5 seconds brake
applied followed by 10 seconds brake released.
The following two methods may be used alternatively:
3.2.1. Test schedule with constant pressure
3.2.1.1. Pad assemblies
The hydraulic pressure p under the piston(s) of the calliper shall
be constant following the formula:
p¼Md
0;57/C2rw/C2Ak
Md= 150 Nm for Ak≤18,1 cm2
Md= 300 Nm for Ak> 18,1 cm2
Ak= area of calliper piston(s)
rw= effective radius of disc
No of cycleNumber of brake
applications χInitial brake
rotor tempera-
ture
(ºC) yMaximum brake
rotor tempera-
ture
(ºC)Forced cooling
11 × 1 0 ≤60 open no
2-6 5 × 10 100 open (350) no
7 1 × 10 100 open yes1971L0320 — EN — 24.10.2002 — 009.001 — 132
▼M7
3.2.1.2 Shoe assemblies
The mean contact pressure at the brake lining working surface
shall be constant at 22 ± 6 N/cm2calculated for a static brake
without self-energising.
No of cycleNumber of brake
applications χInitial brake
rotor tempera-
ture
(ºC)Maximum brake
rotor temperatur
(ºC)Forced cooling
11 × 1 0 ≤60 200 yes
2 1 × 10 100 open no
3 1 × 10 100 200 yes
4 1 × 10 100 open no
3.2.2. Test schedule with constant torque
This method applies only for pad assemblies. The brake torque
shall be constant within a tolerance of ± 5 % and adjusted to
guarantee the maximum brake rotor temperatures given in the
table below.
No of cycleNumber of brake
applications χInitial brake
rotor tempera-
ture
(ºC) yMaximum brake
rotor tempera-
ture
(ºC)Forced cooling
11 × 5 ≤60 300-350 no
2-4 3 × 5 100 300-350 no
5 1 × 10 100 500-600 no
6-9 4 × 5 100 300-350 no
10 1 × 10 100 500-600 no
11-13 3 × 5 100 300-350 no
14 1 × 5 ≤60 300-350 no
3.3. Evaluation of test results
Friction behaviour is determined from the brake torque noted at
selected points in a test schedule. Where brake factor is constant,
e.g. a disc brake, brake torque may be translated to coefficient of
friction.
3.3.1. Pad assemblies
3.3.1.1. The operational coefficient of friction ( µop) is the mean of the
values recorded during cycles two to seven (constant pressure
method) or during cycles 2-4, 6-9 and 11-13 (constant torque
method); measurement being made one second after commencing
the first brake application of each cycle.
3.3.1.2. The maximum coefficient of friction ( µmax) is the lowest value
recorded during all cycles.
3.3.1.3. The minimum coefficient of friction ( µmin) is the lowest value
recorded during all cycles.
3.3.2. Shoe assemblies
3.3.2.1. The mean torque (Mmean) is the average of the maximum and
minimum values of brake torque recorded during the fifth brake
application of cycles one and three.
3.3.2.2. The hot torque (Mhot) is the minimum brake torque developed
during cycles two and four. If the temperature exceeds 300 ºC
during these cycles the value at 300 ºC is to be taken as Mhot.
3.4. Acceptance criteria
3.4.1. Witheachapplication for approval of a brake lining assembly
type there shall be submitted:
3.4.1.1. for pad assemblies, values for ( µop), (µmin)e n( µmax)
3.4.1.2. for shoe assemblies, values for Mmeanand Mhot.
3.4.2. During production of an approved brake lining assembly type,
test samples must demonstrate compliance withth e values regis-
tered under point 3.4.1. of this Appendix with the following
tolerances:1971L0320 — EN — 24.10.2002 — 009.001 — 133
▼M7
3.4.2.1. for disc brake pads:
µop± 15 % of registered value
µmin≥registered value
µmax≤registered value
3.4.2.2. for simplex drum brake linings:
Mmean± 20 % of registered value
Mhot≥registered value.1971L0320 — EN — 24.10.2002 — 009.001 — 134
▼M7
ANNEX XVI
MODEL
(maximum format: A4 (210 × 297 mm)
1971L0320 — EN — 24.10.2002 — 009.001 — 135
▼M7
Addendum
1971L0320 — EN — 24.10.2002 — 009.001 — 136
▼M7
ANNEX XVII
1971L0320 — EN — 24.10.2002 — 009.001 — 137
▼M7
ANNEX XVIII
INFORMATIONDOCUMENTNo…
pursuant to Annex I of Council Directive 70/156/EEC (*)relating to EC
type-approval of a vehicle with respect to the braking equipment of motor
vehicles
(Directive 71/320/EEC as last amended by Directive 98/12/EC).
The following information, if applicable, shall be supplied in triplicate and
include a list of contents. Any drawings shall be supplied in appropriate scale
and in sufficient detail on size A4 format. Photographs, if any, shall show suffi-
cient detail.
If the systems, components or separate technical units have electronic controls,
information concerning their performance shall be supplied.
0. GENERAL
0.1. Make (trade name of manufacturer):
0.2. Type:
0.3. Means of identification of type, if marked on the vehicle (b):
0.3.1. Location of that marking:
0.4. Category of vehicle (c):
0.5. Name and address of manufacturer:
0.8. Address(es) of assembly plant(s):
1. GENERAL CONSTRUCTION CHARACTERISTICS OF THE
VEHICLE.
1.1. Photographs and/or drawings of a representative vehicle:
1.3. Number of axles and wheels:
1.3.1. Number and position of axles withdouble wh eels:
1.3.3. Powered axles (number, position, interconnection):
1.8. Hand of drive: left/right (1)
2. MASSES AND DIMENSIONS (e) (in kg and mm) (Refer to
drawing where applicable)
2.1. Wheelbase(s) (fully loaded) (f):
2.3.1. Track of eachsteered axle (i):
2.6 Mass of the vehicle with bodywork, and with coupling device in
the case of a towing vehicle of category other than M1in running
order, or mass of the chassis with cab if the manufacturer does
not fit the bodywork and/or coupling device (including coolant,
oils, fuel, 100 % other liquids except used waters, tools, spare
wheel and driver and, for buses and coaches, the mass of the
crew member (75 kg) if there is a crew seat in the vehicle):
(maximum and minimum):…
2.6.1 Distribution of this mass among the axles and, in the case of a
semi-trailer or centre-axle trailer, load on the coupling point:
(maximum and minimum):…
2.7. Minimum mass of the completed vehicle as stated by the manu-
facturer, in the case if an incomplete vehicle:
2.7.1. Distribution of this mass among the axles and, in the case of
semi-trailer or centre-axle trailer, load on the coupling point:
2.8. Technically permissible maximum laden mass stated by the
manufacturer (maximum and minimum (y):1971L0320 — EN — 24.10.2002 — 009.001 — 138
(*) The point numbers and footnotes used in this information document correspond to
those set out in Annex I to Directive 70/156/EEC. Points not relevant for the purpose
of this Directive are omitted.
▼M7
2.8.1. Distribution of this mass among the axles and, in the case of
semi-trailer or centre-axle trailer, load on the coupling point
(maximum and minimum):
2.9. Technically permissible maximum load/mass on each axle:
2.10. Technically permissible maximum/mass on each axle group:
2.11. Technically permissible maximum towable mass of the motor
vehicle in the case of:
2.11.1. Full trailer:
2.11.2. Semi-trailer:
2.11.3. Centre-axle trailer:
2.11.3.1. Maximum ratio of the coupling overhang (p) to the wheelbase:
2.11.4. Technically permissible maximum mass of the combination:2.11.6. Maximum mass of unbraked trailer:
2.12. Technically permissible maximum static vertical load/mass on the
vehicle's coupling point:
2.12.1 of the motor vehicle:
3. POWER PLANT (
q)
3.1. Manufacturer:
3.1.1. Manufacturer's engine code (as marked on the engine, or other
means of identification):
3.2. Internal combustion engine
3.2.1.1. Working principle: positive ignition/compression ignition, four
stroke/two stroke (1):
3.2.1.9. Maximum permitted engine speed as prescribed by the manufac-
turer: … min-1
3.2.5. Electrical system
3.2.5.1. Rated voltage: … V positive/negative ground (1)
3.2.5.2. Generator:
3.2.5.2.1. Type:
3.2.5.2.2. Nominal output: … VA
3.3. Electric motor
3.3.1. Type (winding, excitation):
3.3.1.1. Maximum hourly output: … kW
3.3.1.2. Operating voltage: … V
3.3.2. Battery
3.3.2.2. Mass: … kg
3.4. Other engines or motors or combinations thereof (particulars
regarding the parts of such engines or motors):
4. TRANSMISSION
4.1. Drawing of the transmission (*):
4.2. Type (mechanical, hydraulic, electric, etc.):
4.6. Gear ratios1971L0320 — EN — 24.10.2002 — 009.001 — 139
(*) If necessary for the explanation of point 8.
▼M7
GearInternal gearbox
ratios (ratios of
engine to gearbox
output shaft revolu-
tions)Final drive ratio(s)
(ratio of gearbox
output shaft to driven
wheel revolutionsTotal gear ratios
Maximum for
CVT (1)
1
2
3
…
Minimum for
CVT (1)
Reverse
(1) Continuously variable transmission.
4.7. Maximum vehicle speed (in km/h) (w):
5. AXLES
5.4. Position of retractable axle(s):
6. SUSPENSION
6.1. Drawing of the suspension arrangements (*):
6.2. Type and design of the suspension of each axle or group of axles
or wheel:
6.6. Tyres and wheels
6.6.1. Tyre/wheel combination(s) (for tyres indicate size designation,
minimum load-capacity index, minimum speed category symbol;
for wheels indicate rim size(s) and off-set(s)
6.6.1.1. AXLES
6.6.1.1.1. Axle 1:
6.6.1.1.2. Axle 2:
6.6.1.1.3. Axle 3:
6.6.1.1.4. Axle 4:
etc.
6.6.2. Upper and lower limit of rolling radii:
6.6.2.1. Axle 1:6.6.2.2. Axle 2:
6.6.2.3. Axle 3:
6.6.2.4. Axle 4:
etc.
6.6.3. Tyre pressure(s) as recommended by the vehicle manufacturer:
…kPa
6.6.5. Brief description of temporary-use spare unit, if any:
8. BRAKES
The following particulars, including means of identification,
where applicable, are to be given:
8.1. Type and characteristics of the brakes (as defined in Annex I,
point 1.6 to Directive 71/320/EEC) witha drawing, (e.g. drums
or discs, wheels braked, connection to braked wheels, make and
type of shoe/pad assemblies and/or linings, effective braking
areas, radius of drums, shoes or discs, mass of drums, adjustment
devices relevant parts of the axle(s) and suspension, etc.1971L0320 — EN — 24.10.2002 — 009.001 — 140
(*) If necessary for the explanation of point 8.
▼M7
8.2. Operating diagram, description and/or drawing of the following
braking systems (as defined in Annex I, point 1.2 to Directive
71/320/EEC) withe.g. transmission and control (construction,
adjustment, lever ratios, accessibility of control and its position,
ratchet controls in the case of mechanical transmission, character-
istics of the main parts of the linkage, cylinders and control
pistons, brake cylinders or equivalent components in the case of
electrical braking systems).
8.2.1. Service braking system:8.2.2. Secondary braking system:
8.2.3. Parking braking system:
8.2.4. Any additional braking system:8.3. Control and transmission of trailer braking systems in vehicles
designed to tow a trailer:
8.4. Vehicle is equipped to tow a trailer with electric/pneumatic/
hydraulic (
1) service brakes: yes/no (1)
8.5. Anti-lock braking system: Yes/No/Optional (1)
8.5.1. For vehicles with anti-lock braking systems, description of system
operation (including any electronic parts), electric block diagram,
hydraulic or pneumatic circuit plan:
8.6. Calculation and curves according to the Appendix to point
1.1.4.2. of Annex II to Directive 71/320/EEC (or the Appendix
to Annex XI, if applicable):
8.7. Description and/or drawing of the energy supply (also to be
specified for power-assisted braking systems):
8.7.1. In the case of compressed air systems, working pressure p2in the
pressure reservoir(s):
8.7.2. In the case of vacuum braking systems, the initial energy level in
the reservoir(s):
8.8. Calculation of the braking system; determination of the ratio
between the total braking forces at the circumference of the
wheels and the force applied to the braking control:
8.9. Brief description of the braking systems (according to point 1.6.
of Annex IX, Appendix 1 to Directive 71/320/EEC):
8.10. If claiming exemptions from the Type I and/or Type II or Type
III tests, state the number of the report in accordance with
Appendix 2 of Annex VII to Directive 71/320/EEC:
1971L0320 — EN — 24.10.2002 — 009.001 — 141
▼M7
ANNEX XIX
INFORMATIONDOCUMENTNo…
pursuant to Annex I of Council Directive 70/156/EEC (*)relating to EC
type-approvalofavehiclewithrespecttothebrakingequipmentoftrailers
withotherthaninertia(overrun)brakes
(Directive 71/320/EEC as last amended by Directive 98/12/EC).
The following information, if applicable, shall be supplied in triplicate and
include a list of contents. Any drawings shall be supplied in appropriate scale
and in sufficient detail on size A4 format. Photographs, if any, shall show suffi-
cient detail.
If the systems, components or separate technical units have electronic controls,
information concerning their performance shall be supplied.
0. GENERAL
0.1. Make (trade name of manufacturer):0.2. Type:
0.3. Means of identification of type, if marked on the vehicle (
b):
0.3.1. Location of that marking:
0.4. Category of vehicle (c):
0.5. Name and address of manufacturer:0.8 Address(es) of assembly plant(s):
1. GENERAL CONSTRUCTION CHARACTERISTICS OF THE
VEHICLE
1.1. Photographs and/or drawings of a representative vehicle:
1.3. Number of axles and wheels:
1.3.1. Number and position of axles withdouble wh eels:
2. MASSES AND DIMENSIONS (
e) (in kg and mm) (Refer to
drawing where applicable)
2.1. Wheelbase(s) (fully loaded) (f):
2.3.1. Track of eachsteered axle (i):
2.6 Mass of the vehicle with bodywork, and with coupling device in
the case of a towing vehicle of category other than M1in running
order, or mass of the chassis with cab if the manufacturer does
not fit the bodywork andlor coupling device (including coolant,
oils, fuel, 100 % other liquids except used waters, tools, spare
wheel and driver and, for buses and coaches, the mass of the
crew member (75 kg) if there is a crew seat in the vehicle)
(maximum and minimum): …
2.6.1 Distribution of this mass among the axles and, in the case of a
semi-trailer or centre-axle trailer, load on the coupling point
(maximum and minimum): …
2.7. Minimum mass of the completed vehicle as stated by the manu-
facturer, in the case if an incomplete vehicle:
2.7.1. Distribution of this mass among the axles and, in the case of
semi-trailer or centre-axle trailer, load on the coupling point:
2.8. Technically permissible maximum laden mass stated by the
manufacturer (y)(maximum and minimum):
2.8.1. Distribution of this mass among the axles and, in the case of
semi-trailer or centre-axle trailer, load on the coupling point
(maximum and minimum):1971L0320 — EN — 24.10.2002 — 009.001 — 142
(*) The point numbers and footnotes used in this information document correspond to
those set out in Annex I to Directive 70/156/EEC. Points not relevant for the purpose
of this Directive are omitted.
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2.9. Technically permissible maximum load/mass on each axle:
2.10. Technically permissible maximum load/mass on each axle group:
2.12. Technically permissible maximum static vertical load/mass on the
vehicle's coupling point:
2.12.2 of the semi-trailer or centre-axle trailer:
5. AXLES
5.4. Position of retractable axle(s):
6. SUSPENSION
6.1. Drawing of the suspension arrangements (*):6.2. Type and design of the suspension of each axle or group of axles
or wheel:
6.6. Tyres and wheels6.6.1. Tyre/wheel combination(s) (for tyres indicate size designation,
minimum load-capacity index, minimum speed category symbol;
for wheels indicate rim size(s) and off-set(s)
6.6.1.1. AXLES
6.6.1.1.1. Axle 1:6.6.1.1.2. Axle 2:6.6.1.1.3. Axle 3:
6.6.1.1.4. Axle 4:
etc.
6.6.2. Upper and lower limit or rolling radii:6.6.2.1. Axle 1:
6.6.2.2. Axle 2:
6.6.2.3. Axle 3:6.6.2.4. Axle 4:
etc.
6.6.3. Tyre pressure(s) as recommended by the vehicle manufacturer: …
kPa
8. BRAKES
The following particulars, including means of identification,
where applicable, are to be given:
8.1. Type and characteristics of the brakes (as defined in Annex I,
point 1.6, to Directive 71/320/EEC) witha drawing, (e.g. drums
or discs, wheels braked, connection to braked wheels, make and
type of shoe/pad assemblies and/or linings, effective braking
areas, radius of drums, shoes or discs, mass of drums, adjustment
devices relevant parts of the axle(s) and suspension, etc.):
8.2. Operating diagram, description and/or drawing of the following
braking systems (as defined in Annex I, point 1.2, to Directive
71/320/EEC) withe.g. transmission and control (construction,
adjustment, lever ratios, accessibility of control and its position,
ratchet controls in the case of mechanical transmission, character-
istics of the main parts of the linkage, cylinders and control
pistons, brake cylinders or equivalent components in the case of
electrical braking systems).
8.2.1. Service braking system:
8.2.3. Parking braking system:
8.2.4. Any additional braking system:8.2.5. Break-away braking system1971L0320 — EN — 24.10.2002 — 009.001 — 143
(*) If necessary for the explanation of point 8.
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8.5 Anti-lock braking system: Yes/No/Optional (1)
8.5.1 For vehicles with anti-lock braking systems, description of system
operation (including any electronic parts), electric block diagram,
hydraulic or pneumatic circuit plan:
8.6. Calculation and curves according to the Appendix to point
1.1.4.2. of Annex II to Directive 71/320/EEC (or the Appendix
to Annex XI, if applicable):
8.7. Description and/or drawing of the energy supply (also to be
specified for power-assisted braking system):
8.7.1. In the case of compressed air braking systems, working pressure
p2in the pressure reservoir(s):
8.7.2. In the case of vacuum braking systems, the initial energy level in
the reservoir(s):
8.8. Calculation of the braking system; determination of the ratio
between the total braking forces at the circumference of the
wheels and the force applied to the braking control:
8.9. Brief description of the braking systems (according to point 1.6.
of Annex IX, Appendix 1 to Directive 71/320/EEC):
8.10. If claiming exemptions from the Type I and/or Type II or Type
III tests, state the number of the report in accordance with
Appendix 2 of Annex VII to Directive 71/320/EEC:
1971L0320 — EN — 24.10.2002 — 009.001 — 144