COMMISSION DIRECTIVE 98/12/EC of 27 January 1998 adapting to technical progress Council Directive 71/320/EEC on the approximation of the laws of the Member States relating to the braking devices of certain categories of motor vehicles and their trailers (Text with EEA relevance)

THE COMMISSION OF THE EUROPEAN COMMUNITIES,

Having regard to the Treaty establishing the European Community,

Having regard to Council Directive 70/156/EEC of 6 February 1970 on the approximation of the laws of the Member States relating to the type-approval of motor vehicles and their trailers (1) as last amended by European Parliament and Council Directive 92/27/EC (2) and in particular Article 13(2) thereof,

Having regard to Council Directive 71/320/EEC of 26 July 1971 on the approximation of the laws of the Member States relating to the braking devices of certain categories of motor vehicles and their trailers (3) as last amended by Commission Directive 91/422/EEC (4) and in particular Article 5 thereof,

Whereas Directive 71/320/EEC is one of the separate Directives of the EC type-approval procedure which has been established by Directive 70/156/EEC; whereas, consequently, the provisions laid down in Directive 70/156/EEC relating to vehicle systems, components and separate technical units apply to this Directive;

Whereas, in particular, Articles 3(4) and 4(3) of Directive 70/156/EEC necessitate that each separate Directive has attached to it an information document incorporating the relevant items of Annex I to that Directive and also a type-approval certificate based on Annex VI thereto in order that type approval may be computerised.

Whereas the aftermarket sales of replacement brake linings is such that, in order to ensure standards of safety and reliability are maintained, there is now a requirement for regulating the quality and performance of replacement brake linings on the market by means of this Directive;

Whereas the recognition of equivalence between international regulations, in particular regulations of the Economic Commission for Europe of the United Nations, and separate Directives is desirable; whereas, consequently, it has been deemed necessary to bring into line the provisions of Directive 71/32/EEC with those of UN/ECE Regulation No 13 relating to braking and Regulation No 90 relating to replacement brake lining assemblies;

Whereas the number of subsequent revisions to the original Directive 71/320/EEC now deem it appropriate to consolidate all of these revisions into a single consolidated Directive;

Whereas the provisions of this Directive are in accordance with the opinion of the Committee for adaptation to technical progress established by Directive 70/156/EEC,

HAS ADOPTED THIS DIRECTIVE:

Article 1

1. The Articles of Directive 71/320/EEC are hereby amended as follows:

- Article 1(1) shall read:

'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.`,

points (a), (b) and (c) shall be deleted,

paragraphs 3 and 5 shall be deleted and paragraph 4 shall be renumbered 3,

- in Article 2, 'Annexes I to VIII and XI to XII` shall be replaced by 'the relevant Annexes`,

- in Article 2a, 'Annexes I to VIII` shall be replaced by 'the relevant Annexes`,

- in Article 5, 'The Council Directive of 6 February 1970` shall be replaced by 'Council Directive 70/156/EEC`.

2. The Annexes to Directive 71/320/EEC are hereby replaced by the list of Annexes and the Annexes to this Directive.

Article 2

1. With effect from 1 January 1999 Member States shall not, on grounds relating to vehicle braking systems

- refuse, in respect of a type of vehicle, to grant EC type-approval or national type-approval,

- prohibit the registration, sale or entry into service of vehicles,

- prohibit the sale or entry into service of replacement brake linings

if the vehicles or the replacement brake linings comply with the requirements of Directive 71/320/EEC, as amended by this Directive.

2. With effect from 1 October 1999 Member States

- shall no longer grant EC type-approval,

and

- may refuse to grant national type-approval

for a new type of vehicle on grounds relating to the vehicle braking system and for a new type of brake linings if the requirements of Directive 71/320/EEC, as amended by this Directive, are not fulfilled.

3. With effect from 31 March 2001 Member States

- shall consider certificates of conformity which accompany new vehicles in accordance with the provisions of Directive 70/156/EEC to be no longer valid for the purposes of Article 7(1) of that Directive,

and

- may refuse the registration, sale and entry into service of new vehicles

on grounds relating to the braking systems if the requirements of Directive 71/320/EEC, as amended by this Directive, are not fulfilled.

4. With effect from 31 March 2001 the requirements of Directive 71/320/EEC relating to the replacement brake linings as separate technical units, as amended by this Directive, are applicable for the purposes of Article 7(2) of Directive 70/156/EEC.

5. Notwithstanding the provisions of paragraphs 2 and 4 above, for the purposes of replacement parts, Member States shall permit the sale or entry into service of replacement brake linings intended for fitting to vehicle types for which type-approval was granted prior to the entry into force of this Directive and on condition that such replacement brake linings do not contravene the provisions of the previous version of Directive 71/320/EEC which was applicable at the time of entry into service of these vehicles.

In any case these brake linings shall not contain asbestos.

6. With effect from 1 October 1999 Member States shall prohibit the entry into service of vehicles fitted with brake linings containing asbestos. However, approvals issued according to Directive 91/422/EEC for vehicles fitted with brake linings not containing asbestos, shall remain valid until 31 March 2001.

Article 3

1. Member States shall bring force the laws, regulatory and administrative provisions necessary to comply with this Directive before 1 January 1999 and shall forthwith inform the Commission thereof.

2. When the Member States adopt these provisions, these shall contain a reference to this Directive or be accompanied by such reference on the occasion of their official publication. The methods of making such a reference shall be laid down by the Member States.

3. Member States shall communicate to the Commission the texts of the legal provisions subsequently adopted in the field governed by this Directive.

Article 4

This Directive shall enter into force on the 20th day following its publication in the Official Journal of the European Communities.

Article 5

This Directive is addressed to the Member States.

Done at Brussels, 27 January 1998.

For the Commission

Martin BANGEMANN

Member of the Commission

>TABLE>

(1) OJ L 42, 23.2.1970, p. 1.

(2) OJ L 233, 25.8.1997, p. 1.

(3) OJ L 202, 6.9.1971, p. 37.

(4) OJ L 233, 22.8.1991, p. 21.

ANNEX I

Definitions, construction and fitting requirements, application for EC type-approval, granting of EC type-approval, modifications of type and amendments to approvals, conformity of production

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 vehicles

1.1.1.1. 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 axles

1.1.1.4. the maximum design speed

1.1.1.5. a different type of braking equipment with particular reference to the presence or otherwise of equipment for braking a trailer

1.1.1.6. the number and arrangement of the axles

1.1.1.7. the engine type

1.1.1.8. the number and ratios of gears

1.1.1.9. ratio(s) of rear drive axle(s)

1.1.1.10. the tyre dimensions

1.1.2. In the case of trailers

1.1.2.1. 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 axles

1.1.2.4. a different type of braking equipment

1.1.2.5. 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 operation 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 adjustment 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`

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 movement 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. 'Different 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, constitute the braking equipment.

1.9. 'Continuous braking`

means the braking of combinations of vehicles through an installation 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 combination 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 installation 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 combination 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`.

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 condition 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 each fitted with a means of limiting the pressure to a maximum value. This value shall be specified by the manufacturer.

1.16. 'Category O3 and O4 trailer 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 permitting 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 with a towing device which can 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.

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 the gangway.

1.19. 'Long-distance touring motor-coach`

means a vehicle designed and equipped for long-distance journeys, 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 asbestos

2.1.2. 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 effectively, whatever its speed and load, on any up or down gradient. It shall be possible to graduate this braking action. The driver shall be able to achieve this braking action from his driving seat without removing his hands from the steering control.

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 graduate this braking action. The driver shall be able to obtain this braking action from his driving seat while keeping at least one hand on the steering control. For the 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 simultaneously, provided that the driver is able to check, at any time, that the parking brake performance of the vehicle combination, obtained by the purely mechanical action of the parking braking system, is sufficient.

2.1.3. Pneumatic connections between motor vehicles and trailers

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 N

2.2.1.1. 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 position. For all categories of vehicles, except m2 and M3, every brake control (excluding a retarder control) shall be designed such that it returns to the fully-off position when released. This requirement shall not apply to a parking brake control (or that part of a combined control) when it is mechanically locked in an applied position.

2.2.1.2.2. 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 diminish after 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 transmission:

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, each provided with its own independent transmission; each of them may act on the brakes of only two or more wheels so selected as to be capable of ensuring by themselves the prescribed degree of secondary braking 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 brake cylinders and their pistons (hydraulic and/or pneumatic systems), and the lever-and-cam assemblies of brakes, shall not be regarded as liable to breakage if they are amply dimensioned, are readily accessible for maintenance, and exhibit safety features at least equal to those prescribed for other essential components (such as the steering linkage) of the vehicle. Where the failure of any such part would make it impossible to brake the vehicle with a performance 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 both the service and secondary braking systems inoperative, 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 vehicles 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 vehicle'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 condition 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 application with the 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 satisfied.

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.

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 with the prescribed degree of effectiveness. In addition, any such disconnection shall 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 (3).

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 N2 and N3, and for rear brakes of vehicles of categories M1 and N1. 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 1.4 (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 replacement is necessary are acceptable. The removal of front and/or rear wheels shall be permitted for this purpose on category M1 and N1 vehicles 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) switch is in the '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.

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 fifth time after four full-stroke actuations and obtain the prescribed secondary braking performance (without faults in the service-brake transmission and with the brakes adjusted as closely as possible). The warning device shall be directly and permanently connected to the circuit. When the engine is running under normal operating conditions and there are no faults in the braking system, 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 with the 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 performance 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 the secondary braking system; it is accordingly prescribed, in particular, that this device be fitted to the towing vehicle (4).

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 O3 or 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 O3 or O4 trailer, the braking system shall satisfy the following conditions:

2.2.1.18.1. When the secondary braking system of the towing vehicle is actuated, there shall also be a graduated braking action on the trailer.

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 automatically 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 N3 authorised to tow trailers of category O4.

Where the maximum mass of this vehicle exceeds 26 000 kilograms, the test mass shall be limited to 26 000 kilograms, or in the case where the unladen vehicle mass exceeds the mass of 26 000 kilograms, this mass is to be taken into account by calculation.

2.2.1.20. In the case of a motor vehicle equipped to tow a trailer with electric 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 electrical braking system. With the engine running at the idling speed recommended by the manufacturer and all electrical devices supplied by the manufacturer as standard equipment of the vehicle switched on, the voltage in the electrical lines, 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 electrical 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, N2 and N3 with not more than four axles shall be equipped with anti-lock systems of category 1 in accordance with the 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.

2.2.1.24. In the case of a motor vehicle authorised to tow a trailer of category O3 or O4 the service braking system of the trailer may only be operated in conjunction with the service, secondary or parking braking system of the towing vehicle.

2.2.1.25. Motor vehicles authorised to tow a trailer equipped with an anti-lock system, with the exception of vehicles of categories M1 and 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 with Annex X, point 4.4 of this Directive.

2.2.1.26. Motor vehicles of category M1 may be equipped with temporary-use spare wheels/tyres, provided they meet the requirements of Annex XIII.

2.2.2. Vehicles of category O

2.2.2.1. Trailers of category O1 need not be fitted with a service braking system; however, if trailers of this category are equipped with a service braking system, this shall comply with the same requirements as those of category O2.

2.2.2.2. Every trailer of category O2 shall 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 O3 or O4 shall 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 distributed 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 longitudinal 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 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.

2.2.2.8.1. Wear adjustment shall be automatic for the service brakes. However, the fitting of automatic adjustment devices is optional for vehicles of categories O1 and O2. 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 automatically 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.

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 actuation 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 the resumption of the supply of compressed air to the trailer.

2.2.2.12. Trailers of categories O3 and O4 fitted with a two-line air supply system shall satisfy the conditions specified in point 2.2.1.18.3.

2.2.2.13. Trailers of categories O3 and O4 shall be equipped with anti-lock systems in accordance with the requirements of Annex X.

2.2.2.14. If trailers not mentioned in point 2.2.2.13 are fitted with anti-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.

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 manufacturer.

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 trailers 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 with Annex 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 with the provisions laid down in Article 10 of Directive 70/156/EEC.

(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 integrated retarder must also be equipped with an anti-lock system, acting on at least the service brakes of the axle controlled by the retarder, and on the retarder, and complying with the requirements specified in Annex X.

(3) 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.

(4) 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.

ANNEX II

Braking Tests and performance of braking systems

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 deceleration. The performance of a braking system shall be determined by measuring the stopping distance in relation to the initial speed of the vehicle and/or by measuring the mean fully developed deceleration during the test.

1.1.2. 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 dm shall be calculated as the deceleration averaged with respect to distance over the interval vb to ve according to the following formula:

dm = >NUM>vb2 - ve2 >DEN>25,92 (se - sb) m/s2

where

V1 = as defined above

Vb = vehicle speed at 0,8 V1 in km/h

Ve = vehicle speed at 0,1 V1 in km/h

Sb = distance travelled between V1 and Vb in metres

Se = distance travelled between V1 and Ve in metres.

The speed and distance shall be determined using instrumentation having an accuracy of ± 1 % at the prescribed speed for the test. The dm may be determined by other methods than the measurement of speed and distance; in this case, the accuracy of the dm shall 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 each type of test and be specified in the 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 category.

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 braking

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, O3 and O4 on a road surface having reduced adhesion shall fulfil the conditions laid down in the Appendix to this Annex.

1.2. Type O test (ordinary performance test with brakes cold)

1.2.1. General

1.2.1.1. 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 °C.

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 distribution of the maximum mass among the axles shall be such that the load on each axle is proportional to the maximum permissible load for each axle; in the case of 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 supplementary 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 both parameters.

1.2.1.2.4. The road shall be level.

1.2.2. Type O test with engine disconnected

1.2.2.1. The test shall be carried out at the speed prescribed for the category to which the vehicle belongs, the figures prescribed in this connection being subject to a certain margin of tolerance. The minimum performance prescribed for each category shall be attained.

1.2.3. Type 0 test with engine connected

1.2.3.1. 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 behaviour 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 only the trailer being braked. The engine of the towing vehicle shall be disconnected during the braking test. In the case where only the trailer is braked, to take account of the extra mass being retarded, the performance will be taken to be the mean fully developed deceleration.

1.2.4.2. With the 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

>NUM>TM >DEN>PM

and the pressure pm. The braking rate of the trailer shall be calculated according to the following formula:

zR = zR + M + >NUM>D >DEN>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:

zR = (zR + M - R) × >NUM>(PM + PR) >DEN>PR + R

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. With repeated braking

1.3.1.1. 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:

>TABLE>

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

Ät = 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 Ät, the duration may be increased; in any event, in addition to the time necessary for braking and accelerating the vehicle, a period of 10 seconds shall be allowed in each cycle for stabilising the speed v1.

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/s2 at 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 overdrive, etc.) shall be continuously engaged.

1.3.1.5. For regaining speed after braking, the gearbox shall be used in such a way as to attain the speed v1 in the shortest possible time (maximum acceleration allowed by the engine and gearbox).

1.3.2. With continuous braking

1.3.2.1. The service braking system of trailers of categories O2 and O3 shall be tested in such a manner that, the vehicle being laden, the energy input to the brakes shall be equivalent to that recorded in the same period of time with a laden vehicle driven at a steady speed of 40 km/h on a 7 % 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:

>TABLE>

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 conditions (and in particular at a constant control force no greater than the mean force actually used) as for the Type 0 test with the engine disconnected (the temperature conditions may be different). 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 % requirement 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 performance 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 both tests 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 with a laden vehicle driven at an average speed of 30 km/h on a 6 % down gradient for a distance of 6 km, with the appropriate 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/s2.

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:

s = 0,15 v + >NUM>1,33 v2 >DEN>130

(the second term corresponding to a mean fully developed deceleration of 3,75 m/s2);

category N3:

s = 0,15 v + >NUM>1,33 v2 >DEN>115

(the second term corresponding to a mean fully developed deceleration 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 with a laden vehicle driven at an average speed of 30 km/h on 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 the 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:

>TABLE>

The braking rate of a trailer shall be calculated according to point 1.2.4.3 of this Annex:

zR = (zR + M - R) × >NUM>(PM + PR) >DEN>PR + R

The speed at the end of braking (Annex VII, appendix 1, point 3.1.5):

>START OF GRAPHIC>

PM + P1 + (P24) v2 = v1 √ PM + P1 + P2>END OF GRAPHIC>

where:

ZR = braking rate of the trailer

ZR+M = braking rate of the vehicle combination (motor vehicle and trailer)

R = rolling resistance value = 0,01

PM = total normal static reaction between the road surface and the wheels of towing vehicle for trailer (kg)

PR = total normal static reaction between the road surface and the wheels of trailer (kg)

P1 = part of the mass of the trailer borne by the unbraked axle(s) (kg)

P2 = part of the mass of the trailer borne by the braked axle(s) (kg)

v1 = initial speed (km/h)

v2 = final speed (km/h)

1.6.2. Hot performance

At the end of the test according to point 1.6.1, the hot performance of the service braking system shall be measured under the same conditions as for the Type 0 test with, however, different temperature conditions and starting from an initial speed of 60 km/h. The hot brake-force at the periphery of the wheels shall 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. PERFORMANCE OF BRAKING SYSTEMS

2.1. Vehicles of categories M and N

2.1.1. Service braking systems

2.1.1.1. Provisions relating to tests

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:

>TABLE>

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 corresponding 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 manufacturer. However, in the case of category M1 vehicles, the minimum combination performance shall be not less than 5,4 m/s2 both in 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 with a coupled unbraked trailer are required):

dM + R = dM × >NUM>PM >DEN>PM + PR

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 with engine 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 manufacturer.

2.1.2. Secondary 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:

s = 0,1 v + >NUM>2 v2 >DEN>150

(the second term corresponding to a mean fully developed deceleration of 2,9 m/s2)

category M2, M3:

s = 0,15 v + >NUM>2 v2 >DEN>130

(the second term corresponding to a mean fully developed deceleration of 2,5 m/s2)

category N:

s = 0,15 v + >NUM>2 v2 >DEN>115

(the second term corresponding to a mean fully developed deceleration 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 M1 vehicles and 600 N in the case of other vehicles, and the control shall 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 M1 vehicles and 700 N in the case of other vehicles, and the control shall 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:

>TABLE>

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 systems

2.1.3.1. 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 M1 vehicles 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 M1 vehicles 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 fully developed deceleration on application of the control of the parking brake system and the deceleration immediately before the vehicle stops shall not be less than 1,5 m/s2. The test shall be carried out with the laden vehicle. The force exerted on the braking control device shall not exceed the specified values.

2.1.4. Residual service braking performance after transmission 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:

>TABLE>

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 systems

2.2.1.1. Requirement relating to tests of category O1 vehicles

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 O2 vehicles.

2.2.1.2. Requirements relating to tests of category O2 vehicles.

2.2.1.2.1. If the service braking system is of the continuous or semi-continuous 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:

>TABLE>

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 (2) during the brake test. The test speed is 60 km/h.

A supplementary test at 40 km/h must be carried out with the laden vehicle for comparison with the Type I test result.

2.2.1.2.2. Where the braking system is of the inertia type, it shall comply with the 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 the king pin load).

2.2.1.3. Requirements relating to the testing of category O3 vehicles.

2.2.1.3.1. The same requirements apply as to category O2 vehicles.

2.2.1.4. Requirements relating to tests of category O4 vehicles.

2.2.1.4.1. If the service braking system is of the continuous or semi-continuous 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:

>TABLE>

Where the trailer is fitted with a compressed air braking system, the pressure in the control line shall not exceed 6,5 bar (3) and the pressure in the supply line shall not exceed 7,0 bar (4) 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 systems

2.2.2.1. 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 pressure 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 performance shall 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.

Appendix (See point 1.1.4.2)

Distribution of braking effort among vehicle axles

1. GENERAL REQUIREMENTS

Vehicles of categories M, N, O3 and O4 which are not equipped with an anti-lock system as defined in Annex X shall 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 i under static conditions

Ni = normal reaction of road surface on axle i under braking

Ti = force exerted by the brakes on axle i under normal braking conditions on the road

fi = Ti/Ni adhesion used by axle i (5)

J = deceleration of vehicle

g = acceleration due to gravity g = 10 m/s2

z = braking rate of vehicle = J/g (6)

P = mass of vehicle

h = height above ground of centre of gravity specified by the manufacturer and agreed by the technical services conducting the approval test

E = wheelbase

k = theoretical coefficient of adhesion between tyre and road

Kc = correction factor - semi-trailer laden

Kv = correction factor - semi-trailer unladen

TM = sum of braking forces at the periphery of 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.

3. REQUIREMENTS FOR MOTOR VEHICLES

3.1. Two-axle vehicles

3.1.1. (7) For all categories of vehicles for k values between 0,2 and 0,8:

z > = 0,1 + 0,85 (k - 0,2)

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 utilisation curve of the rear axle does not exceed by more than 0,05 the line defined by the formula k = z (line of ideal adhesion utilisation - see diagram 1A),

- for all braking rates of between 0,15 and 0,5 in the case of vehicles of category N1 (8).

This condition is also considered satisfied if, for braking rates between 0,15 and 0,30, the adhesion utilisation curves for each axle 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 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 with the relation z > = k - 0,08 and between 0,5 and 0,61 with the 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 utilisation curves for each axle 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 with the relation: z > = 0,3 + 0,74 (k - 0,38)

3.1.2. In the case of a motor vehicle authorised to tow trailers of category O3 or O4 fitted with compressed-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 compatibility 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:

>START OF GRAPHIC>

>END OF GRAPHIC>

The graphs shall be plotted for both the following load conditions:

- Unladen, in running order with the 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 category O3 or O4 fitted with compressed-air braking systems, the permissible relationship between the braking rate

>NUM>TM >DEN>PM

and the pressure pm shall be within the areas shown in diagram 2.

3.1.5. Tractive units for semi-trailers

3.1.5.1. Tractive units with unladen semi-trailer

An unladen articulated combination is considered to be a tractive unit in running order, with the 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 with laden semi-trailer

A laden articulated combination shall be considered to be a tractive unit in running order with the 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 Ps, mounted at the location of the king pin of the fifth wheel coupling, equal to:

Ps = Pso (1 + 0,45 z)

where Pso represents the difference between the maximum laden mass of the tractive unit and its unladen mass.

For h the following value shall be taken:

h = >NUM>h°P° + hsPs >DEN>P

where:

h0 is the height of the centre of gravity of the tractive unit

hs is the height of the coupling on which the semi-trailer rests

P0 is 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

>NUM>TM >DEN>PM

and the pressure pm shall 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 the 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 with compressed-air braking systems

The permissible relationship between the braking rate

>NUM>TR >DEN>PR

and the pressure pm shall 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 with the requirements of point 2.2.1.2.1 of Annex II for semi-trailers with a Kc factor 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 with an anti-lock system complying with Annex X, except the compatibility requirement in point 1 of that Annex.

5. REQUIREMENTS FOR FULL AND CENTRE-AXLE TRAILERS

5.1. For full trailers fitted with compressed-air braking systems:

5.1.1. The requirements set out in point 3.1 shall apply to twin axle trailers (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

>NUM>TR >DEN>PR

and the pressure pm shall lie within the designated areas in diagram 2 for the laden and unladen states of load.

5.2. For centre-axle trailers fitted with compressed-air braking systems:

5.2.1. the permissible relationship between the braking rate

>NUM>TR >DEN>PR

and the pressure pm shall 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 satisfied due to lack of adhesion, then the centre-axle trailer shall be fitted with an anti-lock system complying with Annex 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 with air 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 M1, which meet the requirements of this Appendix by means of a device mechanically controlled by the suspension of the vehicle, shall be marked to show the useful travel of the device between the positions corresponding to vehicle unladen and laden states respectively and any further information to enable the setting of the device to be checked.

7.1.1. 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 transmission, the vehicle shall be marked to show the axle loads at the ground, the nominal outlet pressures of the device and an inlet pressure of not less than 80 % of the maximum design inlet pressure, as declared by the vehicle manufacturer, for the following states of load:

7.2.1. Technically permissible maximum axle load for the axle(s) which control(s) the device.

7.2.2. 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 with the 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 markings 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.

Diagram 1A Vehicles of category M1 and certain vehicles of category N1 from 1 October 1990 (see point 3.1.1)

>REFERENCE TO A GRAPHIC>

Diagram 1B Motor vehicles (other than those of categories M1 and N1 and full trailers (see point 3.1.1)

>REFERENCE TO A GRAPHIC>

>START OF GRAPHIC>

NB: The lower limit of the corridor is not applicable for the adhesion utilisation of the rear axle.>END OF GRAPHIC>

Diagram 1C Vehicles of category N1 (with certain exceptions from 1 October 1990) (see point 3.1.1)

>REFERENCE TO A GRAPHIC>

>START OF GRAPHIC>

NB: The lower limit of the corridor is not applicable for the adhesion utilisation of the rear axle>END OF GRAPHIC>

Diagram 2 Towing vehicles and trailers (see points 3.1.4 and 5)

>REFERENCE TO A GRAPHIC>

>START OF GRAPHIC>

NB:

1. It is understood that, between the values

TM PM = 0 and TM PM = 0,1

or

TR PR = 0 and TR PR = 0,1

it is not necessary that there should be proportionality between the braking rate

TM PM or TR 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 automatic means.>END OF GRAPHIC>

Diagram 3 Tractive units for semi-trailers (see point 3.1.5)

>REFERENCE TO A GRAPHIC>

>START OF GRAPHIC>

NB:

1. It is understood that, between the values

TM PM = 0 and TM PM = 0,1

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 automatic means.>END OF GRAPHIC>

Diagram 4A Semi-trailers (see point 4)

>REFERENCE TO A GRAPHIC>

>START OF GRAPHIC>

NB:

1. It is understood that, between the values

TR PR = 0 and TR PR = 0,1

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 boundaries of the band in diagram 4A shown above by the two factors obtained, Kc and Kv respectively.>END OF GRAPHIC>

Diagram 4B (see point 4)

>REFERENCE TO A GRAPHIC>

Explanatory note on the use of diagram 4B

1. Formula from which diagram 4B is derived is:

K = [1,7 - >NUM>0,7 PR >DEN>PRmax][1,35 - >NUM>0,96 >DEN>ER (1,0 + (hR - 1,2) >NUM>g × P >DEN>PR)] - [1,0 - >NUM>PR >DEN>PRmax][>NUM>hR - 1,0 >DEN>2,5]

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 Kc and Kv for the following vehicle where:

>TABLE>

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:

>TABLE>

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 ER line (ER = 6,0 m).

(d) Move horizontally to Kc scale, Kc is 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 appropriate PR/PRmax line 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 ER line (ER = 6,0 m).

(d) Move horizontally to the appropriate PR/PRmax line 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 Kv is obtained from the following expression:

Kv = K1 - K2 (Kv = 1,66).

Diagram 5 Load sensing device (see point 7.4)

>REFERENCE TO A GRAPHIC>

(1) The pressures specified here and in the following Annexes are relative pressures measured in bars.

(2) 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.

(3) For semi-trailers, z is the braking force divided by the static mass on the semi-trailer axle(s).

(4) 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 provisions relating to the adhesion utilisation curve shall be applied within the areas of diagrams IA and IB defined by the straight lines k = 0,8 and z = 0,8.

(5) Vehicles of category N1 with a laden/unladen rear axle loading ratio not exceeding 1,5 or having a maximum mass of less than 2 tonnes will have to comply with the requirements for category M1 vehicles of this point from 1 October 1990.

ANNEX III

Method of measuring the reaction time for vehicles with compressed-air braking systems

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 with combined compressed-air/hydraulic braking systems, the pressure may be measured at the opening of the least favourable 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 individual 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 the moment 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 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) 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:

>TABLE>

2.7. In the case of motor vehicles authorised to tow trailers of category O3 or O4 fitted with compressed-air braking systems, in 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 with a diameter of from 4,0 to 4,3 mm inclusive. The volume of the pipe measured from the orifice up to and including the coupling head shall be 385 ± 5 cm3 (which is deemed to be equivalent to the volume of a pipe 2,5 m long with an internal diameter of 13 mm and under a pressure of 6,5 bar). The control line pressures referred to in point 3.3.3 shall be measured immediately downstream of the orifice.

3.3.2. The braking system control shall be so designed that its performance in use is not affected by the tester.

3.3.3. The simulator shall be set, e.g. through the choice of orifice in accordance with point 3.3.1, in such a way that, if a reservoir of 385 ± 5 cm3 is joined to it, the time taken for the pressure to increase from 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 cm3 is 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 each independent circuit of the braking system a pressure test connection shall be fitted at the closest readily accessible position to the brake cylinder