1994L0020 — EN — 01.05.2004 — 001.001 — 1
This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents
►B DIRECTIVE 94/20/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL
of 30 May 1994
relating to the mechanical coupling devices of motor vehicles and their trailers and their attach-
ment to those vehicles
(OJ L 195, 29.7.1994, p. 1)
Amended by:
Official Journal
No page date
►A1 Act concerning the conditions of accession of the Czech Republic, the
Republic of Estonia, the Republic of Cyprus, the Republic of Latvia,
the Republic of Lithuania, the Republic of Hungary, the Republic of
Malta, the Republic of Poland, the Republic of Slovenia and the SlovakRepublic and the adjustments to the Treaties on which the EuropeanUnion is foundedL 236 33 23.9.2003
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DIRECTIVE 94/20/EC OF THE EUROPEAN PARLIAMENT
AND OF THE COUNCIL
of 30 May 1994
relating to the mechanical coupling devices of motor vehicles and
their trailers and their attachment to those vehicles
THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE
EUROPEAN UNION,
Having regard to the Treaty establishing the European Community, and
in particular Article 100a thereof,
Having regard to the proposal from the Commission, (1)
Having regard of the opinion of the Economic and Social
Committee (2),
Acting in accordance with the procedure laid down in Article 189b of
the Treaty (3),
Whereas the internal market comprises an area without internal fron-
tiers in which the free movement of goods, persons, services andcapital is ensured; whereas it is important to adopt measures to thatend;
Whereas the technical requirements which motor vehicles and their
trailers must satisfy pursuant to national laws relate, inter alia , to the
mechanical couplings of such vehicles;
Whereas these requirements differ from one Member State to another;
whereas it is therefore necessary that all Member States adopt the same
requirements either in addition to, or in place of, their existing rules inorder to allow, in particular, the EEC type-approval procedure whichwas the subject of Council Directive 70/156/EC of 6 February 1970on the approximation of the laws of Member States relating to thetype-approval of motor vehicles and their trailers (
4), to be imple-
mented;
Whereas this Directive will be one of the separate directives of the
EEC type-approval procedure which has been established by Directive
70/156/EEC; whereas, consequently, the provisions laid down in Direc-tive 70/156/EEC relating to vehicle systems, components and separatetechnical units shall apply to this Directive;
Whereas, with the view of improving road safety and facilitating the
interchangeability of motor vehicles and trailers in international traffic,it is considered important that all kinds of vehicles forming a road train
or being an articulated vehicle shall be equipped with standardized and
harmonized mechanical coupling systems;
Whereas it is desirable to follow the technical requirements of the ECE
(Economic Commission for Europe of the United Nations) RegulationNo 55 relating to the uniform provisions concerning mechanicalcoupling components of combinations of vehicles; whereas RegulationNo 55 is annexed to the Agreement of 20 March 1958 concerning the
adoption of uniform conditions of approval and reciprocal recognition
of approval for motor vehicle equipment and parts;
Whereas mainly international standards (ISO) have been taken into
consideration for uniform dimensions of mechanical coupling systemsto ensure interchangeability of the individual vehicles forming road1994L0020 — EN — 01.05.2004 — 001.001 — 2
(1) OJ No C 134, 25. 5. 1992, p. 36.
(2) OJ No C 313, 30. 11. 1992, p. 10.
(3) Opinion of the European Parliament of 29 October 1992 (OJ No C 305, 23.
11. 1992, p. 115). Council common position of 27 September 1993 (not yet
published in the Official Journal). Decision of the European Parliament of 9
March 1994 (not yet published in the Official Journal).
(4) OJ No L 42, 23. 2. 1970, p. 1. Direcitve as last amended by Directive 92/53/
EEC (OJ No L 225, 10. 8. 1992, p. 1).
▼B
trains or articulated vehicles and to guarantee free movement of goods
the Member States,
HAVE ADOPTED THIS DIRECTIVE:
Article 1
For the purpose of this Directive:
— ‘vehicle’ means any motor vehicle as defined in Article 2 of Direc-
tive 70/156/EEC, intended for use on the road, being complete orincomplete, having at least four wheels and a maximum designspeed exceeding 25 km/h, and its trailers, with the exception ofvehicles which run on rails and of agricultural and forestry tractorsand all mobile machinery,
— ‘mechanical coupling type’ means a mechanical coupling device for
which type-approval of a component within the meaning of Article
2 of Directive 70/156/EEC may be granted.
Article 2
Member States may not refuse:
— EEC type-approval or national type-approval for a vehicle, or refuse
or prohibit the sale, registration, entry into service or use of avehicle on grounds relating to its optional equipment with mechan-ical coupling devices,
— EEC component type-approval or national component type-approval
for a mechanical coupling, or prohibit the sale or use of a mechan-
ical coupling device,
if the requirements of the Annexes are satisfied.
Article 3
Member States shall adopt and publish the laws, regulations and
administrative provisions necessary to comply with this Directive
within 18 months of the date of its adoption. They shall forthwithinform the Commission thereof.
When Member States adopt these measures, they shall contain a refer-
ence to this Directive or shall be accompanied by such reference on theoccasion of their official publication. The method of making such a
reference shall be laid down by the Member States.
They shall apply these provisions 18 months following the date of
adoption of this Directive.
Article 4
This Directive is addressed to the Member States.1994L0020 — EN — 01.05.2004 — 001.001 — 3
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LIST OF ANNEXES
ANNEX I: Scope, definition, application and granting of EEC type-
approval, extension of approval, conformity of produc-
tion
ANNEX II: Example of an EEC approval marking
ANNEX III: Information document for type-approved mechanical
coupling devices
ANNEX IV: EEC type-approval certificate for mechanical coupling
devices
ANNEX V: Requirements for mechanical coupling devices
ANNEX VI: Testing of mechanical coupling devices
ANNEX VII: Requirements for the attachment of mechanical coupling
devices to vehicles
ANNEX VIII: Information document for type-approved vehicles
ANNEX IX: EEC type-approval certificate for vehicles1994L0020 — EN — 01.05.2004 — 001.001 — 4
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ANNEX I
1. Scope
1.1. This Directive applies to the mechanical coupling devices for motor
vehicles and their trailers and the attachment of these devices to the
road vehicles, as described in Article 1 of this Directive.
1.2. This Directive states the requirements which mechanical coupling
devices intended for use between combinations of vehicles must
satisfy in order to:
— ensure compatibility when combining motor vehicles with different
types of trailer,
— ensure the safe coupling together of the vehicles under all condi-
tions of use,
— ensure safe procedures for coupling and uncoupling.
1.3. The coupling devices are classified according to type, and distin-
guishing between:
— standard coupling devices (see Section 2.1.11),
— non-standard coupling devices (see Section 2.1.12).
The classification is as follows:
1.3.1. Class A: Coupling balls and towing brackets (see Annex V,
Section 1)
1.3.1.1. Class A 50-1 to A 50-3: Standard coupling balls 50 and flange type towing
brackets
1.3.1.2. Class A 50-X: Non-standard coupling balls 50 and towing brackets
1.3.2. Class B: Coupling heads (see Annex V, Section 2)1.3.2.1 Class B 50-X: Non-Standard coupling heads 50
1.3.3. Class C: Automatic drawbar couplings
1.3.3.1. Class C 50: Drawbar couplings 50
Class C 50-1 to C 50-6: Standard drawbar couplings 50 (see Annex V, Section
3, Tables 3 and 4)
1.3.3.2. Class C 50-X: Non-standard drawbar couplings 501.3.4. Class D: Drawbar eyes
1.3.4.1. Class D 50: Drawbar eyes 50
Class D 50-A: Standard drawbar eyes D 50 for welding attachment
(see Annex V, Figure 9, Table 5)
Class D 50-B: Standard drawbar eyes 50 for screwing attachment (see
Annex V, Figure 10, Table 5)
Class D 50-C: Standard drawbar eyes D 50-C 1 for bolting attachment
(see Annex V, Figures 11 and 12, Table 5)
1.3.4.2 Class D 50-X: Non-Standard drawbar eyes 50 (see Annex V, Figure 9)
1.3.5. Class E: Non-standard drawbars
1.3.6. Class F: Non-standard drawbeams1.3.7. Class G: Fifth wheel couplings
1.3.7.1. Class G 50: Standard fifth wheel couplings 50 (see Annex V, Figure
15, Table 7)
1.3.7.2. Class G 50-X: Non-standard fifth wheel couplings 50
1.3.8. Class H: Fifth wheel coupling pins1.3.8.1. Class H 50-X: Non-standard fifth wheel coupling pins 50
1.3.9. Class J: Non-standard mounting plates
1.3.10. Class S: Non-standard miscellaneous coupling devices.1994L0020 — EN — 01.05.2004 — 001.001 — 5
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2. DEFINITIONS
2.1. Mechanical coupling devices between motor vehicles and trailers are
all parts and devices on the frames, load-bearing parts of the body-
work and chassis of the vehicles by means of which towing and
towed vehicles are connected together.
It also includes fixed or detachable parts for the attachment, adjust-
ment or operation of the abovementioned coupling devices.
2.1.1. The coupling balls and towing brackets in Section 1.3.1 are mechan-
ical coupling devices employing a spherical device and brackets on the
towing vehicle for connecting to the trailer by means of a coupling
head.
2.1.2. The coupling heads in Section 1.3.2 are mechanical coupling devices
on the drawbar of trailers for connecting to a coupling ball on the
towing vehicle.
2.1.3. The drawbar couplings in Section 1.3.3 are mechanical coupling
devices with a jaw and an automatic closing and locking pin on the
towing vehicle for connecting to the trailer by means of a drawbar
eye.
2.1.4. The drawbar eyes in Section 1.3.4 are mechanical coupling devices on
the drawbar of trailers having a parallel hole for connecting to the
automatic drawbar couplings.
2.1.5. The drawbars in Section 1.3.5 comprise overrun devices and similar
items of equipment mounted on the front of the towed vehicle or to
the vehicle chassis, which is suitable for coupling to a towing vehicle
by means of drawbar eyes, coupling heads and similar coupling
devices.
Drawbars can be attached to the trailer so as to move freely in the
vertical plane and therefore support no vertical load, so called hinged
drawbars, or be fixed in the vertical plane so as to support a vertical
load, so called rigid drawbars. Drawbars fixed in the vertical plane can
be either rigid or sprung.
Drawbars may also comprise more than one component, be adjustable
or cranked. This Directive concerns drawbars only of the type which
forms a separate unit, which is not part of the chassis of the towed
vehicle.
2.1.6. The drawbeams in Section 1.3.6 are all parts and devices placed
between the coupling devices, such as coupling balls and drawbar
couplings, and the frame (e.g. rear cross member), the load-bearing
bodywork or the chassis of the towing vehicle.
2.1.7. The fifth wheel coupling in Section 1.3.7 are plate-like coupling
devices used on towing vehicles having an automatic coupling lock
and connecting to the fifth wheel coupling pins in Section 1.3.8.
2.1.8. The fifth wheel coupling pins in Section 1.3.8. are a coupling device
in the form of a pin for mounting on a semi-trailer and connecting to
the towing vehicle by means of a fifth wheel coupling.
2.1.9. The mounting plates in Section 1.3.9 are all parts and devices used for
attaching fifth wheel couplings to the frame of the towing vehicle. The
mounting plate may have provision to move horizontally (i.e. sliding
fifth wheel).
2.1.10. Steering wedges are components mounted on semi-trailers which
control positive steering of the trailer in conjunction with the fifth
wheel coupling.
2.1.11. Standard coupling devices are classified in Section 1.3. and conform
to standard dimensions and standard characteristic values as given in
this Directive. They are interchangeable within their class, independent
of type and manufacturer.
2.1.12. Non-standard coupling devices are those of Classes A to J which do
not fall under the classification of standard coupling devices but which
can be connected to standard coupling devices of the relevant classes.
2.1.13. The miscellaneous coupling devices for transitional or exceptional use
in Section 1.3.10 are mechanical coupling devices which do not
belong to any of the Classes A to J (e.g. coupling devices according
to existing national standards or for heavy transport).1994L0020 — EN — 01.05.2004 — 001.001 — 6
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2.1.14. Remote control devices are devices which, in the case of an inacces-
sible coupling device, enable the coupling device to be operated from
the side of the vehicle or from the driving cab.
2.1.15. Remote indicators are indicating devices which indicate to the vehicle
driver in his cab that coupling has been effected and the safety devices
have engaged.
2.1.16. A type of mechanical coupling device means a device which does not
differ in such essential aspects as:
2.1.16.1. class of coupling device;
2.1.16.2. factory mark or trade name;
2.1.16.3. external shape or principal dimensions or other fundamental differ-
ences in design;
2.1.16.4. characteristic values D, S, V and U.
2.1.17. A coupling procedure is automatic if reversing the towing vehicle
against the trailer is sufficient to engage the coupling completely and
properly without any external intervention, to secure it automatically
and to indicate proper engagement of the safety devices. An automatic
coupling procedure requires the use of automatic couplings.
2.1.18. The ‘D-value’ is defined as the theoretical reference force for the hori-
zontal force between towing vehicle and trailer.
The D-value is taken as the basis for horizontal loads in the dynamic
tests.
For mechanical coupling devices unsuitable for transmitting vertical
bearing loads the value is:
D¼g/C2T/C2R
TþRkNðÞ
For mechanical coupling devices suitable for centre axle trailers the
value is:
Dc¼g/C2T/C2C
TþCkNðÞ
For fifth wheel couplings on towing tractors and vehicles of compar-
able type the value is:
D¼g/C20;6/C2T/C2R
TþR/C0UkNðÞ
where:
T = technically permissible maximum mass in tonnes of the towing
vehicle (also towing tractors) including, if necessary, the
vertical load of a centre axle trailer,
R = technically permissible maximum mass in tonnes of the full
trailer with drawbar free to move in the vertical plane or of
the semi-trailer,
C = sum of the axle loads of the centre axle trailer carrying
maximum permissible load, in tonnes (see Section 2.1.20),
U = fifth wheel imposed vertical load in tonnes,S = the static vertical load S in kg is the proportion of the mass of
the centre axle trailer exerted under static conditions at the
coupling point,
g = acceleration due to gravity (assumed as 9,81 m/s
2).
2.1.19. The ‘V-value’ is defined as the theoretical reference force for the
amplitude of the vertical force between towing vehicle and centre
axle trailers having a maximum mass exceeding 3,5 tonnes (see
Section 2.1.21). The V-value is taken as a basis for the vertical test
loads in the dynamic tests:
V¼a/C1X2
l2/C1C1994L0020 — EN — 01.05.2004 — 001.001 — 7
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where:
a is an equivalent vertical acceleration in the coupling point, depen-
dent on the kind of suspension on the rear axle(s) of the towing
vehicle including a constant factor:
a1= 1,8 m/s2for vehicles with air suspension or equivalent (as
defined in Directive 85/3/EEC) (1),
a2= 2,4 m/s2for vehicles with other suspension,
x is the length of the loading area of the trailer, in metres (see Figure
1),
l is the theoretical drawbar length, i.e. the distance between the
centre of the drawbar eye and the centre of the axle assembly, in
metres (see Figure 1),
x2
l2=≥1,0 (where the result is a value less than 1,0 the value used
should be at least 1).
2.1.20. ‘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 vertical
load, not exceeding 10 % of the maximum mass of the trailer of
1 000 kg (whichever is the lesser) is transmitted to the drawing
vehicle.
The maximum mass of a centre-axle trailer to be taken into considera-
tion shall be the mass transmitted to the ground by the axle(s) of the
centre-axle trailer when coupled to the drawing vehicle and laden with
a maximum load.
2.1.2.1. For vehicles not falling clearly in any of the above categories they
shall be treated in the same way as the type they most closely
resemble.
2.1.22. ‘Vehicle type’ means vehicles which do not differ with respect to the
following main characteristics: the structure, dimensions, shape and
materials of the relevant parts concerning the fixing of the coupling
device of the towing vehicle, or the front part in the case of a trailer,
in so far as they have a bearing on the requirements of Annex VII.1994L0020 — EN — 01.05.2004 — 001.001 — 8
(1) OJ No L 2, 3. 1. 1985, p. 14.
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3. EEC TYPE-APPROVAL FOR A COMPONENT
3.1. Application for EEC type-approval
3.1.1. The application for EEC type-approval pursuant to Article 3 (4) of
Directive 70/156/EEC of a type of a mechanical coupling device shall
be submitted by the manufacturer.
3.1.2. A model for the information document is given in Annex III.3.1.3. The following must be submitted to the technical service responsible
for conducting the type-approval tests:
3.1.3.1. a mechanical coupling device, representative for this type, which
should be normally unpainted. The technical service or approval
authorities may also request additional coupling devices;
3.1.3.2. the technical service which performs type-approval testing may also
request specific parts, such as mounting plates or towing brackets,
additional drawings or samples of materials used;
31.3.3. in the case of a mechanical coupling device designed for a specific
vehicle type, the manufacturer of the coupling device shall also submit
the installation data supplied by the vehicle manufacturer in accor-
dance with Directive 92/21/EEC (
1); the technical service may request
that a vehicle, representative of that type, also be submitted.
3.2. Marking of specimen
3.2.1. Each of the specimens of the particular type of coupling device in
Section 3.1.1 for which an application for EEC component type
approval has been submitted must be marked as follows:
3.2.2. factory mark, trade name or manufacturer's name (and trade mark if
appropriate);
3.2.3. type and, if applicable, version;
3.2.4. a sufficiently large space for the EEC approval mark and the addi-
tional information according to Section 3.3.4.
3.3. Granting of EEC type-approval
3.3.1. If the relevant requirements are satisfied, EEC type-approval pursuant
to Article 4 (3) and, if applicable, Article 4 (4) of Directive 70/156/
EEC shall be granted.
3.3.2. A model for the EEC type-approval certificate is given in Annex IV.3.3.3. An approval number in accordance with Annex VII to Directive 70/
156/EEC shall be assigned to each type of mechanical coupling device
approved. The same Member State may not assign the same number to
another type of a mechanical coupling device.
3.3.4. There shall be affixed, conspicuously and in a readily accessible place
specified on the approval form, to every mechanical coupling device
conforming to a type of mechanical coupling device approved under
this Directive an international approval mark consisting of:
1 for the Federal Republic of Germany
2 for France
3 for Italy4 for The Netherlands
6 for Belgium
7 for Hungary
8 for the Czech
9 for Spain
11 for the United Kingdom1994L0020 — EN — 01.05.2004 — 001.001 — 9
(1) OJ No L 129, 14. 5. 1992, p. 1.▼A1
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13 for Luxembourg
18 for Denmark
20 for Poland21 for Portugal26 for Slovenia
27 for Slovakia29 for Estonia
32 for Latvia
36 for LithuaniaCY for Cyprus
MT for Malta
IRL for Ireland
EL for Greece
3.3.4.1. A rectangle surrounding the letter ‘e’ followed by the distinguishing
number of the country which has granted approval.
3.3.4.2. A two-digit number, indicating the number of the latest amendment of
the Directive (for this Directive the number is 00), and Section 4 of
the type-aproval number, as given on the EEC type-approval certifi-
cate (see Annex IV), near to the rectangle of the approval mark.
3.3.4.3. The following supplementary marks placed anywhere close to the
rectangle:
— class of coupling device,
— permissible values for D, S, V and U where applicable.
3.3.5. The approval mark shall be indelible and clearly legible even when
the coupling device is attached to the vehicle.
3.3.6. Annex II to this Directive gives examples of the arrangement of the
approval mark.
3.4. Modification of the type of mechanical coupling device and exten-
sion of EEC component type-approval
3.4.1. In the case of modification of a type approved pursuant to this Direc-
tive, the provisions of Article 5 of Directive 70/156/EEC shall apply.
4. EEC TYPE-APPROVAL FOR A VEHICLE
4.1. Application for EEC type-approval
4.1.1. The application for EEC type-approval pursuant to Article 3 (4) of
Directive 70/156/EEC of a vehicle type with regard to its type of a
mechanical coupling device shall be submitted by the manufacturer.
4.1.2. A model for the information document is given in Annex VIII.4.1.3. The following must be submitted to the technical service responsible
for conducting the type-approval tests:
4.1.3.1. a vehicle representative for this type which may be equipped with an
EEC type-approved coupling device;
4.1.3.2. when the vehicle type is provided with a mechanical coupling device
as first equipment by the vehicle manufacturer, type(s) of mechanical
coupling device(s) including its (their) mounting plate(s) or towing
bracket(s), if any; furthermore the EEC type-approval for the coupling
device(s) shall be made available.
4.2. Granting of EEC type-approval
4.2.1. If the relevant requirements are satisfied, EEC type-approval pursuant
to Article 4 (3) and (4) of Directive 70/156/EEC shall be granted.1994L0020 — EN — 01.05.2004 — 001.001 — 10
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▼A1
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4.2.2. A model for the EEC type-approval certificate is given in Annex IX.
4.2.3. An approval number in accordance with Annex VII to Directive 70/
156/EEC shall be assigned to each type of vehicle approved. The
same Member State shall not assign the same number to another type
of vehicle.
4.3. Modification of the type of vehicle and extension of EEC vehicle
type-approval
4.3.1. In the case of modification of a type-approval pursuant to this Direc-
tive, the provisions of Article 5 of Directive 70/156/EEC shall apply.
4.3.2. The holder of an EEC vehicle type-approval can apply for it to be
extended to other types or classes of coupling devices.
The competent authorities will grant such an extension on the
following conditions:
4.3.2.1. EEC component type-approval has already been granted for the other
type of coupling device;
4.3.2.2. it is suitable for the type of vehicle for which the extension of the
EEC vehicle type-approval has been applied for.
4.3.2.3. the attachment of the coupling device to the vehicle corresponds to
that proposed for the granting of EEC component type-approval.
4.3.3. In the case of standard coupling devices in classes A, C, D and G,
EEC vehicle type-approval is also valid for other coupling devices of
the same class without the need for a further mounting check and
extension of EEC vehicle type-approval.
5. REQUIREMENTS
5.1. The mechanical coupling devices between motor vehicles and trailers
must be manufactured and attached in accordance with good engi-
neering practice, and must be safe to operate.
5.2. Safe coupling and uncoupling of the vehicles must be possible by a
single person without the use of tools. Only automatic couplingdevices which allow an automatic coupling procedure shall be
employed for the coupling of trailers having a maximum mass of
more than 3,5 tonnes.
5.3. The mechanical coupling devices shall be so designed and manufac-
tured that in normal use, with proper maintenance and the timely
replacement of wearing parts, they will continue to function satisfacto-
rily.
5.4. Every coupling device must be accompanied by installation and oper-
ating instructions giving sufficient information for a competent person
to install it on the vehicle and operate it properly. The instructions
must be in the language or languages of the Member State in which
the coupling device will be offered for sale. In the case of coupling
devices supplied for assembly-line use by vehicle builders or body-
builders, the provisions of installation and operating instructions for
each coupling device can be dispensed with. It is then the responsi-
bility of the vehicle builder or bodybuilder to ensure that the vehicle
operator is provided with the information necessary for operating the
coupling device.
5.5. The materials that may be used are those for which the properties rele-
vant to the application are laid down in a standard or those for which
the properties are given in the documentation according to Section
3.1.2 of this Annex.
5.6. All parts of the mechanical coupling devices whose failure could
result in separation of the two vehicles must be made of steel. Other
materials may be used provided equivalence has been demonstrated by
the manufacturer to the satisfaction of the Technical Service.
5.7. All couplings must be designed for positive mechanical engagement,
and the closed position must be secured at least once by positive
mechanical engagement, unless further requirements are stated in
Annex V.
5.8. The mechanical coupling devices must satisfy the requirements of
Annex V.1994L0020 — EN — 01.05.2004 — 001.001 — 11
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5.9. Loading requirements
5.9.1. Mechanical coupling devices are subject to the tests described in
Annex VI.
5.9.2. These tests must not cause any cracks, fractures or other visible
external damage, or any excessive permanent distortion which wouldbe detrimental to the satisfactory operation of the device.
5.10. The installation of the mechanical coupling devices to the vehicle
must be checked according to the requirements given in Annex VII.
This requirement should apply to both EEC type-approval of a vehicle,
when the vehicle type is provided with a mechanical coupling device
as first equipment by the vehicle manufacturer, and EEC type-
approval of a mechanical coupling device designed for a specific
vehicle type.
5.11. The abovementioned requirements and those of Annexes V, VI and
VII are also applicable, as relevant, to miscellaneous coupling devices
(Class S).
6. CONFORMITY OF PRODUCTION
6.1. As a general rule, measures to ensure the conformity of production
shall be taken in accordance with the provisions laid down in Article
10 of Directive 70/156/EEC.
6.2. The normal frequency of inspections to be carried out by the compe-
tent authority shall be one per year.1994L0020 — EN — 01.05.2004 — 001.001 — 12
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ANNEX II
(a)Specimen EEC approval marking for a drawbar coupling
The coupling device with the EEC approval marking illustrated above is a
non-standard drawbar coupling of Class C 50-X with a maximum permitted
D value of 130 kN, a maximum permitted Dc value of 90 kN, a maximum
permitted static vertical bearing load of 1 000 kg and a maximum permitted
V-value of 35 kN, for which EEC component type-approval was granted in
the Federal Republic of Germany (e 1) under the number 0207. The first
two digits 00 indicate that this component was approved according to the
original form of this Directive.
(b)Specimen EEC approval marking for a drawbar eye
The coupling device with the EEC approval marking illustrated above is a
non-standard drawbar eye 50 of Class D 50-X for welding attachment
having a D value of 130 kN, a Dc value of 100 kN, a maximum permitted
static vertical bearing load of 1 000 kg and a maximum permitted V-value
of 50 kN, for which EEC component type-approval was granted in the
Federal Republic of Germany (e 1) under the number 1934. The first two
digits 00 indicate that this component was approved according to the
original form of this Directive.1994L0020 — EN — 01.05.2004 — 001.001 — 13
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(c)Specimen EEC approval mark for a fifth wheel coupling
The coupling device with the EEC approval marking illustrated above is a
non-standard fifth wheel coupling of Class G 50-X having a maximum
permitted D value of 180 kN and a maximum permitted fifth wheel load
of 26 tonnes, for which EEC component type-approval was granted in the
Federal Republic of Germany (e 1) under the number 0015. The first two
digits 00 indicate that this component was approved according to the
original form of this Directive.
(d)Specimen EEC approval marking for a fifth wheel coupling pin
The coupling device with the EEC approval marking illustrated above is a
non-standard fifth wheel coupling pin of Class H 50-X having a D value of
162 kN for which EEC component type-approval was granted in the Federal
Republic of Germany (e 1) under the number 1989. The first two digits 00
indicate that this component was approved according to the original form of
this Directive.1994L0020 — EN — 01.05.2004 — 001.001 — 14
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(e)Specimen EEC approval marking for a coupling ball and towing
brackets
The coupling device with the EEC approval marking illustrated above is anon-standard coupling ball and towing brackets of Class A 50-X having a
maximum permitted D value of 18 kN and a maximum permitted static
vertical bearing load of 75 kg, for which EEC component type-approval
was granted in the Federal Republic of Germany (e 1) under the number
0304. The first two digits 00 indicate that this component was approved
accordintg to the original form to this Directive.
(f)Specimen EEC approval marking for a coupling head
The coupling device with the EEC approval marking illustrated above is a
non-standard coupling head of Class B 50-X having a D value of 18 kN and
a maximum permitted static vertical bearing load of 75 kg, for which EEC
component type-approval was granted in the Federal Republic of Germany
(e 1) under the number 1993. The first two digits 00 indicate that this
component was approved according to the original form of this Directive.1994L0020 — EN — 01.05.2004 — 001.001 — 15
▼B
(g)Specimen EEC approval marking for a drawbar
The coupling device with the EEC approval marking illustrated above is a
drawbar for a centre-axle trailer of Class E with a maximum permitted D
value of 109 kN, a maximum permitted static vertical bearing load of
1 000 kg and a maximum permitted V-value of 50 kN, for which EEC
component type approval was granted in the Federal Republic of Germany
(e 1) under the number 0013. The first two digits 00 indicate that this
component was approved according to the original form of this Directive.1994L0020 — EN — 01.05.2004 — 001.001 — 16
▼B
ANNEX III
1994L0020 — EN — 01.05.2004 — 001.001 — 17
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ANNEX IV
1994L0020 — EN — 01.05.2004 — 001.001 — 18
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1994L0020 — EN — 01.05.2004 — 001.001 — 19
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Appendix I
1994L0020 — EN — 01.05.2004 — 001.001 — 20
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ANNEX V
Requirements for mechanical coupling devices
1. COUPLING BALLS AND TOWING BRACKETS
The requirements stated in 1.1 to 1.4 are applicable to all coupling balls
and towing brackets of Class A. Section 1.5 lists additional requirements
which must be fulfilled by standard coupling balls 50 and flange type
towing brackets.
1.1. Coupling balls of Class A must conform to Figure 2 in shape and
dimensions.
1.2. The shape and the dimensions of the towing brackets have to meet the
requirements of the vehicle manufacturer concerning the attachment
points and additional mounting devices, if necessary.
1.3. In the case of removable coupling balls the point of connection and their
locking must be designed for positive mechanical engagement.
1.4. Coupling balls and towing devices must be able to satisfy the tests laid
down in Annex VI, Section 4.1.
1.5. Special requirements for standard coupling balls and flange type towing
brackets of Classes A 50-1, A 50-2 and A 50-3.
1.5.1. Dimensions of Class A 50-1 coupling balls and flange type towing
brackets must be as given in Figure 3 and Table 1. The clearance space
for coupling balls prescribed in Annex VII, Figure 30 must be respected.
1.5.2. Dimensions of Class A 50-2 and Class A 50-3 coupling balls and flange
type towing brackets must be as given in Figure 4 and Table 1. The
clearance space for coupling balls prescribed in Annex VII, Figure 30
must be respected.
1.5.3. Coupling balls and flange type towing brackets of the Classes A 50-1, A
50-2 and A 50-3 must be suitable and tested for the characteristic values
given in Table 2.1994L0020 — EN — 01.05.2004 — 001.001 — 21
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1994L0020 — EN — 01.05.2004 — 001.001 — 22
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TABLE 1
Dimensions of standard ball couplings and flange type towing
rackets (mm)
(see Figures 3 and 4)
A 50-1 A 50-2 A 50-3 Remarks
e190 83 120 ±0,5
e2— 56 55 ±0,5
d217 10,5 15 H13
f 130 110 155 +6,−0
g 50 85 90 +6,−0
c 15 15 15 maximum
l 55 110 120 ±5h7 0 8 0 8 0 ± 5
TABLE 2
Characteristic values for standard ball couplings and flange type
towing brackets
A 50-1 A 50-2 A 50-3
D1 7 2 0 3 0
S 120 120 120
D = maximum D-value (kN)
S = maximum static vertical load (kg)
2. COUPLING HEADS
2.1. Coupling heads of Class B 50 must be designed so that they can be used
safely with the coupling balls described in Section 1 of this Annex and
thereby retain the prescribed characteristics.
Coupling heads must be designed in such a way that safe coupling is
ensured, also taking into account the wear of the coupling devices.
2.2. Coupling heads must be able to satisfy the tests laid down in Annex VI,
Section 4.2.
2.3. Any additional device (e. g. braking, stabilizer, etc.) shall not have any
adverse effect on the mechanical connection.
2.4. Horizontal rotation of the coupling head at least 90º to either side of the
centreline of the coupling ball and mounting described in Section 1 of
this Annex when not attached to the vehicle must be possible. Simulta-
neously there must be an angle of free vertical movement 20º above and
below the horizontal. Also, in conjunction with the horizontal angel of
rotation of 90º it must be possible for there to be 25º of roll in both
directions about the horizontal axis. The following combinations of
motions must be possible:
— vertical pitch ± 15º with acial roll ± 25º
— axial roll ± 10º with vertical pitch ± 20º
at all angles of horizontal rotation.
3. DRAWBAR COUPLINGS
The requirements of Sections 3.1 to 3.8 are applicable to all drawbar
couplings of Class C 50. Section 3.9 lists the additional requirements
which must be fulfilled by standard drawbar couplings of Classes C
50-1 to C 50-6.1994L0020 — EN — 01.05.2004 — 001.001 — 23
▼B
3.1. Load requirements
All drawbar couplings shall be able to satisfy the tests stated in Annex
VI, Section 4.3.
3.2. Suitable drawbar eyes
Class C 50 drawbar couplings shall be compatible with all Class D 50
drawbar eyes and coupling with the specified characteristics.
3.3. Automatic operation
Drawbar couplings must be automatic in operation (see Annex I, Section
2.1.17).
3.4. Jaw
Class C 50 drawbar couplings must have a jaw which is designed such
that the appropriate drawbar eyes is guided into the coupling.
If the jaw, or a part supporting the jaw, can pivot about the vertical axis,
it must establish itself automatically in the normal position and, with the
coupling pin open, be effectively restrained in this position to give satis-
factory guidance for the drawbar eye during the coupling procedure.
If the jaw, or a part supporting the jaw, can pivot about the transverse
axis, the joint providing the rotation capability must be restrained in its
normal position by a locking torque. This torque must be sufficient to
prevent a force of 200 N acting vertically upwards on the top of the
jaw producing any deflection of the joint from its normal position. Itmust be possible to bring the jaw to its normal position manually. A
jaw that pivots about the transverse axis is only approved for vertical
bearing loads S of up to 50 kg and a V-value of up to 5 kN.
If the jaw, or a part supporting the jaw, is pivoted about the longitudinal
axis, the rotation must be restrained by a locking torque of at least
100 Nm.
The minimum required size of the jaw depends on the D value of the
coupling:
D-value
≤18 kN:width 150 mm, height 100 mm
18 kN < D-value
≤25 kN:width 280 mm, height 170 mm
25 kN < D-value: width 360 mm, height 200 mm
The external corners of the jaw may be radiused.
Smaller jaws are permitted for Class C 50-X drawbar coupling if their
use is restricted to centre-axle trailers up to 3,5 tonnes maximum
permissible mass or if the use of a jaw from the above table is impos-
sible due to technical reasons and if, furthermore, there are special
circumstances such as visual aids for ensuring safe execution of the
automatic coupling procedure and if the field of application is restricted
in the approval according to Annex III.
3.5. Minimum freedom of movement of the coupled drawbar eye
The coupled drawbar eye must be able to rotate horizontally ± 90º about
the vertical axis from the longitudinal axis of the vehicle (see Figure 5).
The coupled drawbar eye must be able to rotate vertically ± 20º about
the transverse axis from the horizontal plane of the vehicle (see Figure
6). If the motion is provided by a special joint (only on Class C 50-X
drawbar couplings) the field of application given in the approval
according to Annex III must be restricted to the cases stated in Annex
VII, Section 2.3.7. It must be possible for the coupled drawbar eye to
be rotated axially ± 25º about the longitudinal axis from the horizontal
plane of the vehicle (see Figure 7).
The stated angles of rotation are applicable to drawbar couplings not
attached to the vehicle.
3.6. Minimum angle for coupling-up and uncoupling
Coupling and uncoupling of the drawbar eye must also be possible when
the longitudinal axis of the drawbar eye in relation to the centreline of
the jaw:1994L0020 — EN — 01.05.2004 — 001.001 — 24
▼B
3.6.1. is rotated 50º horizontally to right or left;
3.6.2. is rotated 6º vertically up or down;
3.6.3. is rotated 6º axially to right or left.
3.7. Locking to prevent inadvertent uncoupling
In the closed position the coupling pin must be secured by two positive
mechanical securing devices each of which must remain effective shouldthe other fail.
The closed and secured position of the coupling must be clearly indi-
cated externally by a mechanical device. It must be possible to verify
the position of the indicator by feel, e. g. in the dark.
The mechanical device must indicate the engagement of both locking
devices (an AND condition).
However, it is sufficient for the engagement of only one locking device
to be indicated if, in this situation, engagement of the second locking
device is an inherent feature of the design.
3.8. Hand levers
Hand levers must be of a design suitable for easy use with the end
rounded off. The coupling must have no sharp edges or points of
possible pinching near the hand lever which could result in injury during
operation of the coupling. The force needed to release the coupling,
measured without the drawbar eye, must not exceed 250 N perpendi-
cular to the hand lever along the line of operation.
3.9. Special requirements for standard drawbar couplings of Class C 50-
1 to C 50-6.
3.9.1. The swivel motion of the drawbar eye about the transverse axis must be
achieved through the spherical shape of the coupling pin (and not by
means of a joint, see Figure 6).
3.9.2. Tensile and compressive shock loads along the longitudinal axis due to
the clearance between the coupling pin and the drawbar eye must be
attenuated by spring and/or damping devices (except C 50-1).
3.9.3. The dimensions given in Figure 8 and Table 3 must be adhered to.
3.9.4. The couplings must be suitable and tested for the characteristic values
given in Table 4.
3.9.5. The coupling must be opened by means of a hand lever at the coupling
(no remote control).1994L0020 — EN — 01.05.2004 — 001.001 — 25
▼B
1994L0020 — EN — 01.05.2004 — 001.001 — 26
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1994L0020 — EN — 01.05.2004 — 001.001 — 27
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1994L0020 — EN — 01.05.2004 — 001.001 — 28
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TABLE 3
Dimensions of standard drawbar couplings (mm) (see Figure 8)
C 50-1 C 50-2 C 50-3 C 50-4 C 50-5 C 50-6 Remarks
e183 120 140 160 ± 0,5
e256 55 80 100 ± 0,5
d1— 54 74 84 94 maximum
d210,5 15 17 21 H13
f 110 155 180 200 +6,−0
g 85 90 120 140 ±3
a 100 170 200 200 200 +20,−0
b 150 280 360 360 360 +20,−0c 20 24 30 30 maximum
h 150 190 265 265 265 maximum
l
1— 150 250 300 300 maximum
l2150 300 330 330 330 maximum
l3100 160 180 180 180 ±20
T — 15 20 35 35 maximum
TABLE 4
Characteristic values for standard drawbar couplings:
C 50-1 C 50-2 C 50-3 C 50-4 C 50-5 C 50-6
D 18 25 70 100 130 190
Dc18 25 50 70 90 120
S 200 250 650 900 1 000 1 000
V 1 21 01 82 5 3 55 0
D = maximum D value (kN)
Dc= maximum D value (kN) for centre-axle trailers
S = maximum static vertical bearing load (kg)
V = maximum V-value (kN)
4. DRAWBAR EYES
The requirements stated in Section 4.1 are applicable to drawbar eyes of
Class D 50.
Sections 4.2 to 4.5 list the additional requirements which must be
fulfilled by standard drawbar eyes.
4.1. General requirements for drawbar eyes
All drawbar eyes shall be able to satisfy the test stated in Annex VI,
Section 4.4.
Class D 50 drawbar eyes are intended for use with C 50 drawbar
couplings. Drawbar eyes must not be able to rotate axially (because the
respective couplings can rotate).
If Class D 50 drawbar eyes are fitted with sleeves, they shall comply
with the dimensions shown in Figure 12 (except class D 50-C) or Figure
13.
The sleeves must not be welded into the drawbar eyes.
Class D 50 drawbar eyes must have the dimensions illustrated in Figure
9 (if not stated otherwise in Section 4.2, 4.3 or 4.4). The form of shank
for drawbar eyes of Class D 50-X is not specified, but in a distance of1994L0020 — EN — 01.05.2004 — 001.001 — 29
▼B
210 mm from the centre of the eye the height ‘h’ and the width ‘b’ must
be within the limits given in Table 6.
4.2. Special requirements for drawbar eyes of Class D 50-A
Drawbar eyes of class D 50-A must have the dimensions illustrated in
Figure 9.
4.3. Special requirements for drawbar eyes of Class D 50-B
Class D 50-B drawbar eyes must have the dimensions illustrated in
Figure 10.
4.4. Special requirements for drawbar eyes of Class D 50-C
Class D 50-C drawbar eyes must have the dimensions illustrated in
Figure 11.
Class D 50-C drawbar eyes must be fitted with the sleeves illustrated in
Figure 13.
4.5. Load values for standard drawbar eyes
The standard drawbar eyes and their means of attachment must be
suitable and tested for the load values stated in Table 5.
TABLE 5
Characteristic values for standard drawbar eyes
Class D DcSV
D 50-A 130 90 1 000 30
D 50-B 130 90 1 000 25
D 50-C 190 120 1 000 50
D = maximum D value (kN)
Dc= maximum D value (kN) for centre-axle trailers
S = maximum static vertical bearing load (kg)V = V-value (kN)
TABLE 6
Dimensions for drawbar eyes D 50-A and D 50-X, (see Figure 9)
Class h (mm) b (mm)
D 50-A 65−1+260−1+2
D 50-X 67 maximum 62 maximum1994L0020 — EN — 01.05.2004 — 001.001 — 30
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1994L0020 — EN — 01.05.2004 — 001.001 — 31
▼B
1994L0020 — EN — 01.05.2004 — 001.001 — 32
▼B
1994L0020 — EN — 01.05.2004 — 001.001 — 33
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5. DRAWBARS
5.1. Drawbars of Class E must be able to satisfy the tests described in Annex
VI, Section 4.5.
5.2. In order to provide a connection to the towing vehicle, the drawbars can
be fitted either with coupling heads as in Section 2 or drawbar eyes as
in Section 4 of this Annex. The coupling heads and drawbar eyes can be
attached by screwing, bolting or welding.
5.3. Hinged drawbars must be clear of the ground. They shall not fall below
a height of 200 mm from the ground when released from the horizontal
position.
5.4. Height adjusting devices for hinged drawbars
5.4.1. Hinged drawbars have to be equipped with devices for adjusting the
drawbar to the height of the coupling device or jaw. These devices
must be designed so that the drawbar can be adjusted by one person
without tools or any other aids.
5.4.2. Height adjusting devices must be able to adjust the drawbar eyes or ball
couplings from the horizontal above the ground at least 300 mm
upwards and downwards. Within this range the drawbar must be adjus-
table steplessly or in maximum steps of 50 mm measured at the drawbar
eye or ball coupling.
5.4.3. The height adjusting device must not interfere with easy movement of
the drawbar after coupling-up.
5.4.4. The height adjusting devices must not interfere with the action of any
overrun brake.
5.5. In the case of drawbars combined with overrun brakes the distance
between the centre of the drawbar eye and the end of the free shank of
the drawbar eye must not be less than 200 mm in the brake application
position. With the shank of the drawbar eye fully inserted the distance
must not be less than 150 mm.
5.6. Drawbars for use on centre-axle trailers must possess at least half the
moment of resistance against lateral forces as against vertical forces.
6. MOUNTING FRAMES
6.1. Mounting frames shall be appropriate for the attachment of the
concerned coupling device to the corresponding vehicle(s).1994L0020 — EN — 01.05.2004 — 001.001 — 34
▼B
6.2. Mounting frames must not be welded to the chassis, bodywork or other
part of the vehicle.
6.3. Mounting frames must be able to satisfy the tests laid down in Annex
VI, Section 4.3.
7. FIFTH WHEEL COUPLINGS AND STEERING WEDGES
The requirements of Sections 7.1 to 7.9 are applicable to all fifth wheel
couplings of Class G 50.
Section 7.10 lists the additional requirements which must be fulfilled by
standard coupling devices.
Steering wedges must satisfy the requirments listed in Section 7.9.
7.1. Suitable fifth wheel coupling pins
Class G 50 fifth wheel couplings must be designed so that they can be
used with Class H 50 coupling pins and provide the specified character-istics with them.
7.2. Automatic operation
Fifth wheel couplings must be automatic in operation (see Annex I,
Section 2.1.17).
7.3. Guides
Fifth wheel couplings must be equipped with a guide which ensures safe
and secure engagement of the coupling pin. The entry width of the
guide must be at least 350 mm.
7.4. Minimum free movement of the fifth wheel coupling with the
coupling pin engaged (but with the fifth wheel coupling not attached
to a mounting plate or vehicle)
With the coupling pin engaged, fifth wheel couplings must permit the
following minimum values of rotation of the coupling pin in the travel-
ling position:
7.4.1. ± 90º about the vertical axis (not applicable to fifth wheel couplings
with positive steering) and, simultaneously,
7.4.2. ± 12º about the horizontal axis transverse to the direction of travel. This
angle does not necessarily cover off-road use.
7.4.3. Rotation about the longitudinal axis of up to ± 3º is permitted. However,
on a fully oscillating fifth wheel coupling, this angle may be exceeded,
providing that locking mechanism enables the restriction of the rotation
up to ± 3º.
7.5. Locking devices to prevent uncoupling of fifth wheel couplings
The locking mechanism of the coupling must secure the coupling pin
two positive ways; the second locking device may operate on the first.
The first locking device must operate automatically at coupling-up. If
the second locking device has to be operated by hand it should only be
possible to engage it after the first device has been fully engaged. If the
second locking device operates automatically, the engagement of both
must be indicated visually.
7.6. Operating devices
In the closed position the operating devices must be secured to prevent
inadvertent operation.
7.7. Surface finish
The surfaces of the coupling plate and coupling lock must be function-
ally satisfactory and carefully machined, forged, cast or pressed.
7.8. Load requirements
All fifth wheel couplings must be able to satisfy the tests described in
Annex VI, Section 4.6.1994L0020 — EN — 01.05.2004 — 001.001 — 35
▼B
7.9. Steering wedges
Coupling of Class G 50-X which are unsuitable for positive steering
must be marked appropriately.
7.9.1. The dimensions of steering wedges for the positive steering of semi-trai-
lers must be as in Figure 15.
7.9.2. The steering wedge must allow safe and secure coupling-up. The
steering wedge must be spring-mounted. The strength of the spring
must be selected so that it is possible to couple up an unloaded semi-
trailer and so that, with the semi-trailer fully loaded, the steering wedge
is firmly in contact with the flanks of the coupling during travel. Uncou-
pling of the fifth wheel must be possible with the semi-trailer both
loaded and unloaded.
7.10. Special requirements for standard fifth wheels couplings
7.10.1. Standard fifth wheel couplings must have the dimensions indicated in
Figure 14 and Table 7.
7.10.2. Standard fifth wheel couplings must be suitable for and tested for a D-
value of 150 kN and a value of U of 20 tonnes.
7.10.3. Release must be possible by a hand lever directly at the coupling.
7.10.4. Standard fifth wheel couplings must be suitable for the positive steering
of semi-trailers by means of steering wedges (see Section 7.9).
1994L0020 — EN — 01.05.2004 — 001.001 — 36
▼B
TABLE 7
Dimensions of standard fifth wheel couplings (mm) (see Figure 14)
G 50-1 G 50-2 G 50-3 G 50-4 G 50-5 G 50-6
H 140 to 159 160 to 179 180 to 199 200 to 219 220 to 239 240 to 260
1994L0020 — EN — 01.05.2004 — 001.001 — 37
▼B
8. FIFTH WHEEL COUPLING PINS
8.1. Fifth wheel coupling pins of class H 50 (ISO 337) must have the dimen-
sions shown in Figure 16.
8.2. The coupling pins must be able to satisfy the tests described in Annex
VI, Secion 4.8.
9. MOUNTING PLATES
9.1. Class J mounting plats for fifth wheel couplings must have a hole
configuration corresponding to Figure 14 if they are intended for stan-
dard fifth wheel couplings.
9.2. Mounting plates for standard fifth wheel couplings must be suitable for
the positive steering of semi-trailers (with steering wedges). Mounting
plates for non-standard fifth wheel couplings which are unsuitable for
positive steering must be marked appropriately.
9.3. Mounting plates for fifth wheel couplings must be able to satisfy the
tests described in Annex VI, Section 4.7.
10. DEVICES FOR REMOTE INDICATION AND REMOTE CONTROL10.1. General requirements
Devices for remote indication and remote control are permitted on auto-
matic coupling devices of Classes C 50-X and G 50-X.
Devices for remote indication and remote control must not interfere with
the minimum free movement of the coupled drawbar eye or coupled
semi-trailer. They must be permanently connected to the vehicle.
All the devices for remote indication or remote control fall within the
scope of testing and approval of the coupling device together with all
parts of the operating devices and transmission devices.
10.2. Remote indication
10.2.1. For an automatic coupling procedure, remote indication devices must
indicate the closed and doubly locked position of the coupling in an
optical manner according to Section 10.2.2 and/or 10.2.3.1994L0020 — EN — 01.05.2004 — 001.001 — 38
▼B
10.2.2. The change from the open to the closed and doubly locked position shall
be indicated by a green optical signal.
10.2.3. If the open and/or unsecured position is indicated, a red optical signal
shall be used.
10.2.4. In the case of indicating the completion of the automatic coupling
procedure, the remote indicator shall ensure that the coupling pin has
reached the doubly locked end position.
10.2.5. The appearance of any fault in the remote indication system shall not
indicate a closed and locked position during the coupling procedure if
the end position has not been reached.
10.2.6. The disengagement of one of the two locking devices must cause the
green optical signal to extinguish and/or the red optical signal to show.
10.2.7. The mechanical indicators directly at the coupling device must be
retained.
The remote indication device shall be automatically activated during
every coupling procedure.
10.2.8. In order to avoid distracting the driver during normal driving, there shall
be a provision for switching off the remote indication device.
10.2.9. The operating controls and indicators of the remote indication devices
must be mounted within the driver's field of vision and be permanently
and clearly identified.
10.3. Remote control
10.3.1. If a remote control device is employed, there must also be a remote
indication device as described in Section 10.2 which must also indicate
the open condition of the coupling.
10.3.2. There must be a dedicated switch (i. e. master switch, lever or valve) to
enable the coupling to be opened or closed by means of the remote
control device. If this master switch is not located in the driving cab it
must not be in a position where it is freely accessible to unauthorized
persons or it must be lockable. The actual operation of the coupling
from the driving cab may only be possible when inadvertent operation
has been precluded (e. g. by means of two-hand operation).
It must be possible to ascertain whether opening of the coupling under
remote control has been completed or not.
10.3.3. If remote control involves the coupling being opened by external force,
the condition under which the external force acts on the coupling must
be indicated appropriately to the driver. This is not necessary if the
external force is only operative while the remote control is operating.
10.3.4. If the actuating device for opening the coupling under remote control is
mounted externally on the vehicle it must be possible to oversee the area
between the coupled vehicles, but it must not be necessary, however, to
enter this area in order to operate it.
10.3.5. Any single error in operation or the occurrence of any single fault in the
system must not result in accidental opening of the coupling duringnormal road travel. Any faults in the system must be indicated directly
or be immediately obvious at the next operation. e. g. by a malfunction.
10.3.6. In the event of a failure of remote control it must be possible to open
the coupling in at least one other way in an emergency case. If this
requires the use of a tool it must be included in the vehicle's tool kit.
The requirements of Annex V, Section 3.8 are not applicable to hand
levers used exclusively for opening the coupling in an emergency.
10.3.7. The operating controls and indicators for the remote control devices
must be permanently and clearly identified.1994L0020 — EN — 01.05.2004 — 001.001 — 39
▼B
ANNEX VI
TESTING OF MECHANICAL COUPLING DEVICES
1. GENERAL TESTING REQUIREMENTS
1.1. Specimens of coupling devices must be tested; both, strength tests and
function tests being performed. However the Technical Service may
waive a strength test if the simple design of a component makes a
theoretical check possible. The theoretical checks must ensure the
same quality of results as with dynamic or static testing. In cases of
doubt it is the results of dynamic testing that are overriding. The
Technical Service responsible will decide on the type of tests to be
employed.
1.2. With coupling devices the strength must be verified by a dynamic test
(endurance test). In certain cases some additional static tests may be
necessary (see Section 4).
1.3. The dynamic test should be performed with approximately sinusoidal
load (alternating and/or pulsating) with a number of stress cycles
appropriate to the material. No cracks of fractures must occur.
1.4. Only slight permanent deformation is permitted with the static tests
prescribed. The plastic deformation after releasing must not be more
than 10 % of the maximum deformation.
1.5. The loading assumptions in the dynamic tests are based on the hori-
zontal force component in the longitudinal axis of the vehicle and the
vertical force component. Horizontal force components transverse to
the longitudinal axis of the vehicle, and moments, are not taken into
account provided they are of only minor significance.
If the design of the coupling device or its attachment to the vehicle or
the attachment of additional systems (as stabilizers, short coupling
systems, etc.) generates additional forces or moments additional tests
may be required by the Technical Service.
The horizontal force component in the longitudinal axis of the vehicle
is represented by a theoretically determined reference force, the D
value as defined in Annex 1, Section 2.1.18. The vertical force
component, where applicable, is represented by the static vertical
bearing load S at the point of coupling and the assumed vertical load
V, defined in Annex I, Section 2.1.19 or by the static vertical bearing
load U in case of fifth wheel couplings.
1.6. The characteristic values D, S, V and U on which the tests are based,
must be taken from the manufacturer's application for the granting of
EEC type-approval.
2. TEST PROCEDURES
2.1. For the dynamic tests and static tests the specimen must be placed in
a suitable rig with a suitable means of force application so that it is
not subjected to any additional forces or moments apart from the
specified test force. In the case of alternating tests the direction of
force application must not deviate by more than +1º from the speci-
fied direction. In the case of pulsating and static tests the angle must
be set for top force. This will normally require a joint at the point of
force application (i. e. the point of coupling) and a second joint an
adequate distance away.
2.2. The test frequency must not exceed 35 Hz. The selected frequency
shall be well separated from resonance frequencies of the test set-up
including the tested device. With asynchronous testing the frequencies
of the two force components must be approximately 1 % to a
maximum of 3 % apart. For coupling devices made of steel the
number of stress cycles is 2 x 106. For devices made of other mate-
rials than steel a higher number of cycles may be necessary. The dye-
penetration method of crack testing or an equivalent method must be
employed.
2.3. With alternating test forces (components) the mean force is zero.
With pulsating tests the test force is equal to the top force; the bottom
force may be up to 5 % of the top force unless stated otherwise in the
specific testing requirements.1994L0020 — EN — 01.05.2004 — 001.001 — 40
▼B
2.4. With static tests other than the special tests required by paragraph
4.2.3, the test force must be applied smoothly and quickly and be
maintained for at least 60 seconds.
2.5. The coupling devices on test should normally be mounted as rigidly
as possible on a test rig in the actual position in which they will be
used on the vehicle. The fixing devices should be those specified by
the manufacturer or applicant and should be those intended for its
attachment to the vehicle and/or shall have identical mechanical char-
acteristics.
2.6. Preferably, couplings have to be tested in original condition as being
foreseen for the use on the road. At the discretion of the manufacturer
and in agreement with the Technical Service flexible components may
be neutralized if this is necessary for the test procedure and if there is
no concern about unrealistic influence to the test result.
Flexible components being apparently overheated due to this acceler-
ated test procedure may be replaced during the test. The test loads
may be applied by means of special slack-free devices.
3. SYMBOLS AND DEFINITIONS IN ANNEX VI
Av= maximum permitted axle load of the steered axle in t
C = mass of centre axle trailer in t (as Annex I, Section 2.1.18)D = D value in kN (Annex I, Section 2.1.18)R = mass of full trailer in t (Annex I, Section 2.1.18)T = mass of towing vehicle in t (Annex I, Section 2.1.18)F
A= static lifting force in kN
Fh= horizontal component of test force in longitudinal axis of
vehicle in kN
Fs= vertical component of test force in kN
Fq= horizontal component of test force transverse to longitu-
dinal axis of vehicle in kN
Fhs res= resultant test force of Fhand Fsin kN
Fhq res= resultant test force of Fhand Fqin kN
S = static vertical load in kgU = fifth wheel imposed vertical load in tV = V-value in kN (Annex I, Section 2.1.19)a = equivalent vertical acceleration factor in the coupling point
of centre-axle trailers depending on the kind of suspension
on the rear axle(s) of the towing vehicle
e = longitudinal distance between the coupling point of
coupling balls which can be dismantled and the vertical
plane of the fixing points (see Figures 22 to 25) in mm
f = vertical distance between the coupling point of coupling
balls which can be dismantled and the horizontal plane of
the fixing points (see Figures 21 to 25) in mm
g = acceleration due to gravity, assumed as 9,81 m/s
2
l = theoretical drawbar length between the centre of the
drawbar eye and the centre of the axle assembly in metres
n = distance between drawbar eye and centre line of the steered
axle in mm
r = scrub radius in mm
s = track in mmx = length of the loading area of a centre axle trailer in metres
Subscripts:O = top force
U = bottom force
w = alternatingh = horizontals = vertical1994L0020 — EN — 01.05.2004 — 001.001 — 41
▼B
4. SPECIFIC TESTING REQUIREMENTS
4.1. Coupling balls and towing brackets
4.1.1. The mechanical coupling devices of coupling balls may be of the
following types:
— one-piece coupling balls including devices with non-interchange-
able detachable balls (see Figure 20),
— coupling balls, comprising a number of parts which can be
dismantled (see Figures 21, 22, 23),
— towing brackets (see Figure 24).
4.1.2. The basic test is an endurance test with an alternating test force. The
test specimen is the coupling ball, the ball neck and the mountings
necessary for attaching to the vehicle. The coupling ball and towing
brackets must be rigidly mounted to a test rig, capable of producing
alternating forces, in the actual position in which it is intended for
use.
4.1.3. The positions of the fixing points for attaching the coupling ball and
towing brackets are specified by the vehicle manufacturer (see Annex
VII, Section 1.2).
4.1.4. The devices submitted to the test shall be provided with all design
details which may have an influence on the strength criteria (for
example electrical socket plate, any marking, etc.). The test periphery
ends at the anchorage points or fitting points. The geometric location
of the coupling ball and the fixing points of the coupling device
related to the reference line shall be provided by the vehicle manufac-
turer and shall be shown in the test report. All relative positions of the
anchorage points with respect to the reference line, for which the
towing vehicle manufacturer shall provide all the necessary informa-
tion to the towing device manufacturer, shall be repeated on the test
bed.
4.1.5. The assembly mounted on the test bed shall be subjected to a test on
an alternating stress tensible testing machine (for example on a reso-
nance pulser).
The test load shall be an alternating force and must be applied to the
coupling ball at an angle of 15º ± 1º as shown in Figure 17 and/or
Figure 18.
If the ball centre is above that line parallel to the reference line as
shown in Figure 19 which contains the highest of the nearest fixing
points, the test has to be carried out with an anlge α=−1 5 º±1 º
(see Figure 17). If the ball centre is below that line parallel to the
reference line as shown in Figure 19 which contains the highest of
the nearest fixing points, the test has to be carried out with an angle
α= + 15º ± 1º (see Figure 18).
This angle is chosen in order to take account of the vertical static and
dynamic load. This test method is only applicable to a permitted static
load of not more than
S¼120/C1D
g
If a static load above 120 · D is requested, the test angle should be
increased to 20º. The dynamic test must be performed with the
following test force:
Fhs res= ± 0,6 D1994L0020 — EN — 01.05.2004 — 001.001 — 42
▼B
4.1.6. The test procedure is applicable to the different types of coupling
devices (see Section 4.1.1) as follows:
4.1.6.1. one-piece coupling balls including devices with non-interchangeable
detachable balls (see Figure 20).1994L0020 — EN — 01.05.2004 — 001.001 — 43
▼B
The strength test for the devices shown in Figure 20 shall be carried
out according to the requirements of Section 4.1.5;
4.1.6.2. coupling balls, comprising parts which can be dismantled.
The following categories are defined:
— towing bracket and ball (see Figure 21),
— towing bracket and ball on integral support (see Figure 22),
— towing bracket and ball (see Figure 23),— towing bracket without ball (see Figure 24).
1994L0020 — EN — 01.05.2004 — 001.001 — 44
▼B
The strength test for the devices shown in Figures 21 to 23 shall be
carried out according to the requirements of Section 4.1.5. Dimen-
sions e and f with a manufacturing tolerance of ± 5 mm, shall be
shown in the test report.
The test of the towing bracket (see Figure 24) shall be carried out
with a mounted ball (on support). Account will be taken only of the
results to the towing bracket between the fixing points and the
mounting surface of the ball support.
The dimensions e and f are to be specified by the coupling device
manufacturer.
4.1.6.3. Coupling devices with variable dimensions e and f for demountable
and interchangeable coupling balls.
4.1.6.3.1. The strength tests for such towing brackets (shown in Figure 25) shall
be carried out to the requirements of Section 4.1.5.
4.1.6.3.2. If a worst case configuration can be defined by agreement between
the manufacturer and the Technical Service, the testing of this one
configuration alone shall be sufficient. Otherwise, several ball posi-
tions shall be tested in a simplified test programme according to
Section 4.1.6.3.3.
4.1.6.3.3. In a simplified test programme, the value for f shall be between a
defined value of fminand a value of fmaxwhich does not exceed
100 mm. The ball shall be at a distance (emax) of 130 mm from the
support. To cover all possible positions of the ball, in the field given
by the horizontal distance from the mounting surface and the vertical
range of f (fminto fmax), two devices are to be tested:
— one with a ball in top (fmax), and
— one with a ball in low (fmin) position.1994L0020 — EN — 01.05.2004 — 001.001 — 45
▼B
If the field of possible ball positions is divided by the line parallel
reference line (see Figure 25c), the test angles are:
—αfor the ball above, and + αfor the ball below that reference line
(compare Figure 19).
(a) fmaxbelow line parallel reference line test angles: + α
(b) fminabove line parallel reference line test angles: − α
(c) fmaxabove line parallel reference line
fminbelow line parallel reference line
test angles: + αand − α1994L0020 — EN — 01.05.2004 — 001.001 — 46
▼B
4.2. COUPLING HEADS
4.2.1. The basic test is an endurance test with an alternating test force and a
static test (lifting test) on each test specimen.
4.2.2. The dynamic test must be performed with a Class A coupling ball of
appropriate strength. On the test rig the ball coupling and coupling
ball must be arranged as instructed by the manufacturer and in a
way corresponding to their attachment in a vehicle. There should be
no possibility of extra forces in addition to the test force acting on the
specimen. The test force must be applied along a line passing through
the centre of the ball and inclined downwards to the rear at 15º (see
Figure 26). An endurance test must be performed on a test specimen
with the following test force:
Fhs res w= 0,6 D
4.2.3. A static lifting test must also be performed. The coupling ball used
for the test must have a diameter of
in order to represent a worn coupling ball. The lifting force FAmust
be increased smoothly and quickly to a value of1994L0020 — EN — 01.05.2004 — 001.001 — 47
▼B
gc þS
1 000/C18/C19
and be held for 10 seconds (see Figure 27). The coupling head shall
not separate from the ball or exhibit any permanent distortion which
could have an adverse effect on its functional capability.
4.3. Drawbar couplings and draw beams
4.3.1. An endurance test must be performed on a test specimen. The
coupling device must be equipped with all the fixings needed to
attach it to the vehicle. Any intermediate devices fitted between the
drawbar couplings and the vehicle frame (i. e. drawbeams) must be
tested with the same forces as the coupling. When testing drawbeams
intended for standard drawbar couplings, the vertical load shall be
applied at a longitudinal distance from the vertical plane of the fixing
points that is equal to the position of the corresponding standard
coupling.
4.3.2. Drawbar couplings for hinged drawbars (S=0)
The dynamic tests must be performed with a horizontal alternating
force of Fhw= 0,6 D acting in a line parallel to the ground and in
the longitudinal median plane of the towing vehicle passing through
the centre of the coupling pin.
4.3.3. Drawbar couplings for use with centre-axle trailers (S > 0).
4.3.3.1. Cen tre- axl e tra ile r m asse s u p t o and i ncl udin g 3 ,5 t onnes
Drawbar couplings for use with centre-axle trailers up to and
including a mass of 3,5 tonnes must be tested in the same way as
coupling balls and towing brackets described in Section 4.1 of this
Annex.
4.3.3.2. Cen tre- axl e tra ile r m asse s e xce edi ng 3,5 tonn es
The test loads are applied to the specimen in the horizontal and
vertical directions in an asynchronous endurance test. The horizontal
line of action must be parallel to the ground in the longitudinal
median plane of the towing vehicle and pass through the centre of
the coupling pin. The vertical line of action must be perpendicular to
the ground in the longitudinal median plane of the towing vehicle and
pass through the centre of the coupling pin (see Figure 28).
The fixing arrangements for the drawbar coupling and the drawbar
eye on the test bed shall be those intended for its attachment to the
vehicle in accordance with the manufacturer's fitting instructions.
The following test loads shall be applied to the coupling point
Test load Mean value (kN) Amplitude (kN)
Horizontal load 0 ± 0,6 D1994L0020 — EN — 01.05.2004 — 001.001 — 48
▼B
Test load Mean value (kN) Amplitude (kN)
Vertical loadg/C1S
1000 ± 0,6 V
The test force is the geometrical sum of the vertical and the hori-
zontal components. This can be achieved by the test bed
configuration shown in Figure 28. The vertical and the horizontal
components shall be sinusoidal in shape and shall be applied asyn-
chronously, where the difference of their frequencies shall be
between 1 and 3 %, so that resulting test forces in all directions are
created.
4.3.4. Static test on coupling pin locking device
With drawbar couplings it is also necessary to test the closure and any
locking devices by means of a static force of 0,25 D acting in the
direction of opening. The test must not cause the closure to open
and it must not cause any damage. A test force of 0,1 D is sufficient
in the case of cylindrical coupling pins.
4.4. Drawbar eyes
4.4.1. Drawbar eyes must be subjected to the same dynamic testing as
drawbar couplings. Drawbar eyes used solely for trailers having
hinged drawbars allowing free vertical movement must be subjected
to an alternating load as described in Section 4.3.2. Drawbar eyes
also intended for use on centre-axle trailers must be tested in the
same way as ball couplings (Section 4.2) for trailer masses C up to
and including 3,5 tonnes and in the same way as drawbar couplings
(Section 4.3.3.2) for centre-axle trailer with a mass C exceeding 3,5
tonnes.
4.4.2. The testing of drawbar eyes must be conducted in such a manner that
the alternating load also acts on the parts used for attaching the
drawbar eye to the drawbar. All flexible intermediate components
must be clamped.
4.5. Drawbars
4.5.1. Drawbars shall be tested in the same way as drawbar eyes (see
Section 4.4). The technical service may waive an endurance test ifthe simple design of a component makes a theoretical check of its
strength possible. The design loads for the theoretical verification of
the drawbar of centre-axle trailers with a mass C of up to and
including 3,5 tonnes shall be taken from ISO 7641/1 (1983). The
design loads for the theoretical verification of drawbars for centre-1994L0020 — EN — 01.05.2004 — 001.001 — 49
▼B
axle trailers having a mass C over 3,5 tonnes must be calculated as
follows:
Fsp¼g/C2S
1 000þV
where the force amplitude V is that given in Annex I, Section 2.1.19.
The permissible stresses based on the design load for trailers having a
total mass C over 3,5 tonnes shall be in accordance with paragraph
5.3 of ISO 7641/1. For bent drawbars (e. g. swan neck) and for draw-
bars of full trailers, the horizontal force component Fhp= 1,0 x D shall
be taken into consideration.
4.5.2. For drawbars for full trailers with free movement in the vertical plane,
in addition to the endurance test or theorectical verification of
strength, the resistance to buckling must be verified either by a theo-
retical calculation with a design load of 3,0 D or by a buckling test
with a design load of 3,0 x D. The permissible stresses in case of
calculation shall be in accordance with paragraph 5.3 of ISO 7641/1.
4.5.3. In the case of steered axles, the resistance to bending must be verified
by theoretical calculations or by a bending test. A horizontal lateral
static force must be applied in the centre of the coupling point. The
magnitude of this force must be chosen so that a moment of 0,6 x
Avx g (kNm) is exerted about the front axle centre. The permissible
stresses shall be in accordance with paragraph 5.3 of ISO 7641/1.
4.6. Fifth wheel couplings
4.6.1. The basic strength tests are a dynamic test and a static test (lifting
test). Fifth wheel couplings intended for the positive steering of
semi-trailers must be subject to an additional static test (bending
test). For the purpose of the tests the fifth wheel coupling must be
equipped with all the fixings needed to attach it to the vehicle. The
method of mounting must be indentical to that employed subsequently
on the vehicle itself.
4.6.2. Static tests
4.6.2.1. Standard fifth wheel couplings designed for a steering wedge or
similar device for the positive steering of semi-trailers (see Annex
V, Section 7.9) must be tested for adequate strength by means of a
static bending test within the working range of the steering device
with the simultaneous application of fifth wheel load. The maximum
permitted fifth wheel load U must be applied vertically on the
coupling in its operating position by means of a rigid plate of suffi-
cient size to cover the coupling completely.
The resultant of the applied load must pass through the centre of the
horizontal joint of the fifth wheel coupling.
Simultaneously, a horizontal lateral force, representing the force
needed for positive steering of the semi-trailer, must be applied to
the flanks of the guide for the coupling pin. The magnitude of this
force and the direction in which it acts must be chosen so that a
moment of 0,75 m X D is exerted about the centre of the coupling
pin. The moment should be applied by means of a force acting on a
lever arm 0,5 m long. Permanent (plastic) distortion up to 0,5 % of all
nominal dimensions is permitted. There must be no cracking.
4.6.2.2. A static lifting test must be performed on all fifth wheel couplings.
Up to a lifting force of FA= g · U there must be no major permanent
bending of the coupling plate over more than 0,2 % of its width.
In the case of Class G 50 standard fifth wheel couplings and compar-
able couplings for the same coupling pin diameter there must be no
separation of the coupling pin from the coupling with a lifting force
of
FA= g · 2,5 · U.
The force should be applied by means of a lever bearing on the
coupling plate at one end and being raised at the other end at a
distance of 1,0 to 1,5 m from the centre of the coupling pin (see
Figure 29).
The lever arm must be at 90º to the direction of entry of the coupling
pin into the coupling. If the worst case is obvious, this worst case has1994L0020 — EN — 01.05.2004 — 001.001 — 50
▼B
to be tested. If the worst case is not easy to determine, the technical
service shall decide which side to test. No second test shall be
required.
4.6.3. Dynamcic test
The fifth wheel coupling must be subjected to alternating stress on a
test rig (asynchronous dynamic test) with horizontal alternating and
vertical pulsating forces acting simultaneously.
4.6.3.1. In the case of fifth wheel couplings not intended for the positive
steering of semi-trailers the following forces must be used:
Horizontal: Fhw= ± 0,6 · D
Vertical: FsO= g · 1,2 · U
FsU= g · 0,4 · U
These two forces must be applied in the longitudinal median plane of
the vehicle with FsO,Upassing through the centre of the joint of the
coupling.
The vertical force FsO,Ualternates between the limits
+ 1,2 · U and + 0,4 · Uand the horizontal force between
+ 0,6 · D and − 0,6 · D.
4.6.3.2. In the case of fifth wheel couplings intended for the positive steering
of semi-trailers the following forces must be used:
Horizontal: F
hw= ± 0,675 · D
Vertical: FsO,Uas in Section 4.6.3.1
The lines of action of the forces are shown in Section 4.6.3.1.
4.6.3.3. For the dynamic test of fifth wheel couplings, a suitable lubricating
material shall be placed between the coupling plate and the trailer
plate so that a maxium friction coefficient of µ = 0,15 is assured.
4.7. Mounting plates for fifth wheel couplings
The dynamic test for fifth wheel couplings described in Section 4.6.3
and the static tests described in Section 4.6.2 must be applied appro-
priately to mounting plates. With mounting plates it is sufficient to
perform the lifting test on one side only. The test must be based on1994L0020 — EN — 01.05.2004 — 001.001 — 51
▼B
the maximum assigned installation height for the coupling, the
maximum assigned width and the miminum assigned length of the
mounting plate design. It is not necessary to carry out this test if the
mounting plate is narrower and/or longer and the total height lower,
but otherwise identical to a design which has already undergone this
test.
4.8. Fifth wheel coupling pins of semi-trailers
4.8.1. A dynamic test with alternating stress must be performed on a
specimen on a test rig. The testing of the coupling pin must not be
combined with the testing of the fifth wheel coupling. The test must
be conducted so that the load is also applied to the fixings needed for
attaching the coupling pin to the semi-trailer.
4.8.2. A dynamic test with a horizontal load of Fhw= ± 0,6 · D must be
applied to the coupling pin in the operating position.
The line of action of the force must pass through the centre of the
smallest diameter of the cylindrical part of the coupling pin having a
diameter of 50,8 mm for Class H 50 (see Annex V, Figure 16).1994L0020 — EN — 01.05.2004 — 001.001 — 52
▼B
ANNEX VII
REQUIREMENTS RELATING TO THE TYPE-APPROVAL OF THE
VEHICLE TYPE WITH REGARD TO THE OPTIONAL ATTACHMENT
OF MECHANICAL COUPLING DEVICES TO THIS VEHICLE.
1. GENERAL REQUIREMENTS
1.1. The vehicle manufacturer shall state which types and classes of coupling
devices may be fitted to the vehicle type giving the values of D, V (1), S
or U (if applicable) which are based on the construction of the vehicle
type in combination with the type(s) of the coupling device(s) intended
to be used. The characteristics D, V, S or U of the coupling devices
approved in accordance with this Directive shall be equal or greater than
the characteristics given for the combination concerned.
1.2. The coupling device shall be attached to the vehicle type according to the
installation instructions, given by the vehicle manufacturer in agreement
with the coupling manufacturer and the Technical Service. The vehicle
manufacturer shall state the appropriate attachment points for the
coupling device on the vehicle type and, if necessary, mounting brackets,
mounting plates, etc. to be fitted on the specific vehicle type.
1.3. Only automatic coupling devices which allow an automatic coupling
procedure on motor vehicles shall be employed for the coupling of trai-
lers having a maximum mass of more than 3,5 tonnes.
1.4. When mounting coupling devices of Classes B, D, E and H on trailers, a
value of 32 tonnes for the maximum mass T of the towing vehicle must
be taken into account for D-value calculation. If the D-value of the
coupling device is not sufficient for T = 32 tonnes, the resulting restric-
tion on the mass T of the towing vehicle or the mass of the vehicle
combination must be stated in the EEC vehicle type-approval certificate
of the trailer (Annex IX).
2. SPECIAL REQUIREMENTS2.1. Attachment of coupling balls and towing brackets
2.1.1. Coupling balls and towing brackets must be attached to a vehicle of cate-
gory M1, category M2 below 3,5 tonnes and category N1 in a manner
which conforms to the clearance and height dimensions given in Figure
30. This requirement shall not apply to off-road vehicles as defined in
Annex II to Directive 92/53/EEC1994L0020 — EN — 01.05.2004 — 001.001 — 53
(1) The value V shall be given for vehicles having a technically permissible maximum
laden mass exceeding 3,5 tonnes only.
▼B
Any details not given must be selected appropriately.
The dimensions and angles should be checked with suitable instruments.
2.1.2. For coupling balls and towing brackets the vehicle manufacturer must
supply mounting instructions and state whether any reinforcement of the
fixing area is necessary.1994L0020 — EN — 01.05.2004 — 001.001 — 54
▼B
2.1.3. It must also be possible to couple and uncouple ball couplings when the
longitudinal axis of the ball coupling in relation to the centre line of the
coupling ball and mounting:
(a) is horizontally β= 60º to right or left (see Figure 30);
(b) is vertically α= 10º up or down (see Figure 30);
(c) is axially rotated 10º to right or left.
2.1.4. The mounted coupling ball must not obscure the place or visibility of the
rear license plate, otherwise a coupling ball which can be dismantled
without special tools has to be used.
2.2. Attachment of coupling heads
2.2.1. Class B coupling heads are permitted for trailers of the maximum mass
up to and including 3,5 tonnes. With the trailer horizontal and carrying
the maximum permitted axle load, coupling heads must be attached so
that the coupling point of the trailer is 430 ± 35 mm above the horizontal
plane on which the wheels of the trailer stand (see Figure 31).
In the case of caravans and goods trailers, the horizontal position is
regarded as when the floor or loading surface is horizontal. In the case
of trailers without such a reference surface (e.g. boat trailers or similar)
the trailer manufacturer must give an appropriate reference line defining
the horizontal position. The height requirement shall apply only to trailers
intended to be attached to vehicles mentioned in Section 2.1.1.
2.2.2. It must be possible to operate the coupling heads safely within the free
space of the coupling ball given in Figure 30.
2.3. Attachment of drawbar couplings and mounting blocks
2.3.1. Mounting dimensions for standard drawbar couplings
If types of standard drawbar couplings are intended to be fitted to the
vehicle type, the mounting dimensions on the vehicle given in Figure 32
and Table 8 must be met.1994L0020 — EN — 01.05.2004 — 001.001 — 55
▼B
2.3.2. Need for remote controlled couplings
If one or more of the following rules regarding easy and safe operation
(Section 2.3.3), accessibility (Section 2.3.4) or clearance for the hand
lever (Section 2.3.5) cannot be met, a coupling with a remote control
device as described in Annex V, Section 10.3 must be used.
2.3.3. Easy and safe coupling operation
Drawbar couplings must be mounted on the vehicle type in such a
manner that they are easy and safe to operate.
In addition to the functions of opening (and closing, if applicable) this
also includes checking the position of the indicator for the closed and
secured position of the coupling pin (by sight and touch).
In the area in which the person operating the coupling must stand, there
must be no points of possible danger such as sharp edges, corners, etc.
inherent in the design or they must be protected so that injury is unlikely.
The way of escape from this area must not be restricted or barred on
either side by any attached objects.
Any underrun protection device must not prevent the person adopting a
suitable position to operate the coupling.
2.3.4. Accessibility
The distance between the centre of the coupling pin and the rear edge of
the vehicle bodywork must not exceed 420 mm.1994L0020 — EN — 01.05.2004 — 001.001 — 56
▼B
However, the distance of 420 mm may be exceeded if technical necessity
can be demonstrated:
1. a distance of up to 650 mm for vehicles with tipping bodies or rear-
mounted equipment;
2. a distance of up to 1 320 mm if the unobstructed height is at least
1 150 mm;
3. car transporters with at least two loading levels when the trailer
vehicle is not separated from the towing vehicle in normal transport
operation,
provided easy and safe actuation of the drawbar coupling is not adversely
affected.
2.3.5. Clearance for the hand lever
In order to permit safe operation of drawbar couplings there must be
adequate free space around the hand lever.
The clearance illustrated in figure 33 is regarded as sufficient. If different
types of standard drawbar couplings are intended to be fitted to the
vehicle type, the clearance must be such that the conditions are also satis-
fied for the largest size of coupling of the appropriate class given in
Annex V, Section 3.
The dimensions are also applicable as appropriate for drawbar couplings
having hand levers pointing downwards or of a different design.
The clearance must also be maintained within the specified minimum
angle for coupling-up and uncoupling given in Annex V, Section 3.6.
2.3.6. Clearance for free movement of drawbar coupling
The drawbar coupling attached to the vehicle must have a minimum clear
gap of 10 mm from every other part of the vehicle taking into account all
possible geometrical positions in accordance with Annex V.
If different types of standard drawbar couplings are intended to be fitted
to the vehicle type, the clearance must be such that the conditions are
also satisfied for the largest possible coupling of the appropriate class
stated in Annex V, Section 3.
2.3.7. Admissibility of drawbar couplings with a special joint for vertical rota-
tion (see Figure 6).
Couplings having a cylindrical pin and which achieve vertical rotation for
the coupled drawbar eye by means of a special joint will only be
permitted in cases when technical necessity can be demonstrated. This
may be the case, for example, on rear tippers when the coupling head
must be hinged, or with the couplings of heavy transporters when for
strength reasons the use of a cylindrical coupling pin is necessary.
TABLE 8
Mounting dimensions for standard drawbar couplings
C 50-1 C 50-2 C 50-3 C 50-4 C 50-5 C 50-6 Remarks
e183 120 140 160 ± 0,5
e256 55 80 100 ± 0,5
d1— 54 75 85 95 + 1/−0,5
d110,5 15 17 21 H13
T — 15 20 35 35 35 maximum
F 120 165 190 210 minimum
G 95 100 130 150 minimum
L1— 200 300 400 minimum1994L0020 — EN — 01.05.2004 — 001.001 — 57
▼B
2.4. Attachment of drawbar eyes and drawbars on trailers.
2.4.1. Drawbars for centre-axle trailers must have a support device adjustable in
height if the vertical bearing load at the drawbar eye on the trailer type
exceeds 50 kg, when the trailer is uniformly loaded to its technically
permissible maximum mass.
2.4.2. When attaching drawbar eyes and drawbars to centre-axle trailers with a
maximum mass C of more than 3,5 tonnes and more than one axle, they
must be equipped with a device for axle load sharing.
2.5. Attachment of fifth wheel couplings, mounting plates and coupling
pins on vehicles.
2.5.1. Class G 50 fifth wheel couplings must not be mounted directly on the
vehicle frame unless permitted by the vehicle manufacturer. They must
be fixed to the frame by means of the mounting plate, the installation
instructions provided by the vehicle manufacturer or coupling manufac-
turer must be followed.
2.5.2. Semi-trailers must be equipped with landing gear or any other equipment
which allows uncoupling and parking of the semi-trailer. If semi-trailers
are equipped so that the connection of the coupling devices, the electrical
systems and braking systems can be effected automatically, the trailer
must have landing gear which retracts from the ground automatically
after the semi-trailer has been coupled up.
2.5.3. The fixing of the fifth wheel coupling pin in the mounting plate on the
semi-trailer must be as instructed by the vehicle manufacturer or manu-
facturer of the fifth wheel coupling.
2.5.4. If a semi-trailer is equipped with a steering wedge it must meet the
requirements as described in Annex V, Sections 7.9.1 and 7.9.2.1994L0020 — EN — 01.05.2004 — 001.001 — 58
▼B
ANNEX VIII
1994L0020 — EN — 01.05.2004 — 001.001 — 59
▼B
1994L0020 — EN — 01.05.2004 — 001.001 — 60
▼B
1994L0020 — EN — 01.05.2004 — 001.001 — 61
▼B
ANNEX IX
1994L0020 — EN — 01.05.2004 — 001.001 — 62
▼B
1994L0020 — EN — 01.05.2004 — 001.001 — 63
▼B
Appendix I
1994L0020 — EN — 01.05.2004 — 001.001 — 64