02009R1222 — GA — 26.07.2019 — 002.002

Is áis doiciméadúcháin amháin an téacs seo agus níl aon éifeacht dhlíthiúil aige. Ní ghabhann institiúidí an Aontais aon dliteanas orthu féin i leith inneachar an téacs. Is iad na leaganacha de na gníomhartha a foilsíodh in Iris Oifigiúil an Aontais Eorpaigh agus atá ar fáil ar an suíomh gréasáin EUR-Lex na leaganacha barántúla de na gníomhartha ábhartha, brollach an téacs san áireamh. Is féidir teacht ar na téacsanna oifigiúla sin ach na naisc atá leabaithe sa doiciméad seo a bhrú

►B RIALACHÁN (CE) Uimh. 1222/2009 Ó PHARLAIMINT NA hEORPA AGUS ÓN gCOMHAIRLE an 25 Samhain 2009 maidir le lipéadú bonn i leith éifeachtúlachta breosla agus pharaiméadar riachtanach eile (Téacs atá ábhartha maidir leis an LEE) (IO L 342 22.12.2009, lch. 46)

Arna leasú le:







(*) Níor foilsíodh an gníomh seo i nGaeilge









▼B

RIALACHÁN (CE) Uimh. 1222/2009 Ó PHARLAIMINT NA hEORPA AGUS ÓN gCOMHAIRLE

an 25 Samhain 2009

maidir le lipéadú bonn i leith éifeachtúlachta breosla agus pharaiméadar riachtanach eile

(Téacs atá ábhartha maidir leis an LEE)







Airteagal 1

Aidhm agus ábhar

1. Is é is aidhm don Rialachán seo ná sábháilteacht agus éifeachtúlacht eacnamaíoch agus éifeachtúlacht chomhshaoil iompair de bhóthar a mhéadú trí bhoinn a chur chun cinn atá éifeachtúil ó thaobh breosla de, atá sábháilte agus ag a bhfuil leibhéil ísle torainn.

2. Leis an Rialachán seo, bunaítear creat chun faisnéis chomhchuibhithe faoi pharaiméadair bhonn a sholáthar trí lipéadú, rud a ligfidh do na húsáideoirí deiridh rogha eolasach a dhéanamh agus boinn á gceannach acu.

Airteagal 2

Raon feidhme

1. Beidh feidhm ag an Rialachán seo maidir le boinn C1, boinn C2 agus boinn C3. Ní bheidh feidhm

2. ag an Rialachán seo maidir leis na boinn seo a leanas:

(a) boinn atráchta;

(b) boinn ghairmiúla eisbhóthair;

(c) boinn atá deartha lena bhfeistiú ar fheithiclí a cláraíodh den chéad uair roimh an 1 Deireadh Fómhair 1990, agus orthu sin amháin;

(d) boinn spártha úsáide sealadaí T-chineáil;

(e) boinn a bhfuil a rátáil luais níos lú ná 80 km/h;

(f) boinn nach mó ná 254 mm, nó ar 635 mm nó níos mó, trastomhas ainmniúil a n-imill;

(g) boinn atá feistithe le feistí breise chun a n-airíonna tarraingthe a fheabhsú, amhail boinn bhocóideacha;

(h) boinn atá deartha lena bhfeistiú ar fheithiclí atá beartaithe go heisiach le haghaidh rásaíochta, agus ar na feithiclí sin amháin.

Airteagal 3

Sainmhínithe

Chun críche an Rialacháin seo:

1. ciallaíonn ‘boinn C1, boinn C2 agus boinn C3’ na haicmí bonn a shainmhínítear in Airteagal 8 de Rialachán (CE) Uimh 661/2009;

2. ciallaíonn ‘bonn spártha úsáide sealadaí T-chineáil’ bonn spártha úsáide sealadaí atá deartha le haghaidh úsáide ag brúnna teannta atá níos airde ná na brúnna teannta atá bunaithe i gcomhair bonn caighdeánach agus bonn athneartaithe;

3. ciallaíonn ‘pointe díola’ aon áit ina dtaispeántar agus ina stóráiltear boinn agus ina dtairgtear iad lena ndíol le húsáideoirí deiridh, lena n-áirítear seomraí taispeántais gluaisteán a mhéid a bhaineann le boinn a thairgtear lena ndíol le húsáideoirí deiridh agus nach bhfuil feistithe ar na feithiclí;

4. ciallaíonn ‘ábhar teicniúil cur chun cinn’ lámhleabhair theicniúla, bróisiúir, bileoga agus catalóga, (bídís clóbhuailte, i bhfoirm leictreonach nó ar líne), mar aon le láithreáin ghréasáin, ar nithe iad a bhfuil sé de chuspóir acu boinn a mhargú le húsáideoirí deiridh nó le dáileoirí agus a bhfuil tuairisc iontu ar pharaiméadair shonracha theicniúla boinn.

5. ciallaíonn ‘doiciméadacht theicniúil’ aon fhaisnéis a bhaineann le boinn, lena n-áirítear faisnéis faoi mhonaróir agus faoi bhranda an bhoinn; tuairisc ar an gcineál boinn nó ar an ngrúpáil bonn arna chinneadh don dearbhú maidir leis an aicme éifeachtúlachta breosla, an aicme fliuchghreama agus aicme na torainn sheachtraigh rollta agus maidir le luach tomhaiste; tuarascálacha tástála agus cruinneas na dtástálacha;

6. ciallaíonn ‘monaróir’ aon duine nádúrtha nó dlítheanach a mhonaraíonn táirge nó a chuireann faoi deara táirge a dhearadh nó á mhonarú agus a mhargaíonn an táirge sin faoina ainm nó faoina thrádmharc;

7. ciallaíonn ‘allmhaireoir’ aon duine nádúrtha nó dlítheanach atá bunaithe sa Chomhphobal agus a chuireann táirge ó thríú tír ar mhargadh an Chomhphobail;

8. ciallaíonn ‘ionadaí údaraithe’ aon duine nádúrtha nó dlítheanach atá bunaithe laistigh den Chomhphobal agus a bhfuil sainordú i scríbhinn faighte aige ó mhonaróir chun gníomhú thar a cheann i dtaca le tascanna sonraithe maidir le hoibleagáidí an mhonaróra faoin Rialachán seo;

9. ciallaíonn ‘soláthróir’ an monaróir nó ionadaí údaraithe an mhonaróra laistigh den Chomhphobal, nó an t-allmhaireoir;

10. ciallaíonn ‘dáileoir’ aon duine nádúrtha nó dlítheanach sa slabhra soláthair, seachas an soláthróir nó an t-allmhaireoir, a chuireann bonn ar fáil ar an margadh;

11. ciallaíonn ‘cur ar fáil ar an margadh’ aon soláthar táirge lena dháileadh nó lena úsáid ar mhargadh an Chomhphobail le linn gníomhaíochta tráchtála, cibé acu ar íocaíocht nó saor in aisce;

12. ciallaíonn ‘úsáideoir deiridh’ aon tomhaltóir, chomh maith le bainisteoir flít nó gnóthas iompair bóthair a cheannaíonn bonn nó a bhfuiltear ag súil leis go gceannóidh sé bonn;

13. ciallaíonn ‘paraiméadar riachtanach’ paraiméadar boinn amhail friotaíocht rollta, fliuchghreim nó torann seachtrach rollta, ar paraiméadar é a bhfuil tionchar mór aige ar an gcomhshaol, ar shábháilteacht ar bhóithre nó ar an tsláinte le linn an bonn a úsáid.

Airteagal 4

Freagrachtaí soláthróirí bonn

1. Déanfaidh soláthróirí an méid seo a leanas a áirithiú maidir le boinn C1 agus boinn C2 a sheachadtar ar dháileoirí nó ar úsáideoirí deiridh:

(a) go bhfuil greamán ar thrácht an bhoinn, ar greamán é a mbeidh lipéad air ina gcuirtear in iúl an aicme éifeachtúlachta breosla mar atá leagtha amach in Iarscríbhinn I, Cuid A, aicme an torainn sheachtraigh rollta agus an luach tomhaiste mar atá leagtha amach in Iarscríbhinn I, Cuid C agus, más infheidhme, an aicme fliuchghreama mar atá leagtha amach in Iarscríbhinn I, Cuid B. nó

(b) maidir le gach baisce a sheachadtar agus ina bhfuil bonn amháin nó boinn chomhionanna, go mbeidh lipéad ag gabháil leo i bhformáid chlóite ina gcuirtear in iúl an aicme éifeachtúlachta breosla mar atá leagtha amach in Iarscríbhinn I, Cuid A, aicme an torainn sheachtraigh rollta agus an luach tomhaiste mar atá leagtha amach in Iarscríbhinn I, Cuid C agus, más infheidhme, an aicme fliuchghreama mar atá leagtha amach in Iarscríbhinn I, Cuid B.

2. Is mar a fhorordaítear in Iarscríbhinn II a bheidh formáid an ghreamáin agus an lipéid dá dtagraítear i mír 1.

3. Déanfaidh na soláthróirí aicme éifeachtúlachta breosla, aicme torainn sheachtraigh rollta agus luach tomhaiste an torainn sheachtraigh rollta agus, más infheidhme, aicme fliuchghreama bhoinn C1, bhoinn C2 agus bhoinn C3 a lua ar ábhar teicniúil cur chun cinn, lena n-áirítear a láithreáin ghréasáin, mar atá leagtha amach in Iarscríbhinn I agus san ord a shonraítear in Iarscríbhinn III.

4. Cuirfidh na soláthróirí doiciméadacht theicniúil ar fáil d’údaráis na mBallstát, má iarrtar sin, go ceann tréimhse dar críoch cúig bliana tar éis an dáta a ndéanfar an bonn deireanach de chineál áirithe boinn a chur ar fáil ar an margadh. Beidh an doiciméadacht theicniúil sách mionsonraithe chun go mbeidh na húdaráis in ann cruinneas na faisnéise a sholáthraítear ar an lipéad a fhíorú i dtaca le héifeachtúlacht breosla, fliuchghreim, agus torann seachtrach rollta.

Airteagal 5

Freagrachtaí dáileoirí bonn

1. Áiritheoidh na dáileoirí an méid seo a leanas:

(a) go mbeidh an greamán ar bhoinn ag an bpointe díola, arna sholáthar ag na soláthróirí i gcomhréir le hAirteagal 4(1)(a), agus go mbeidh an greamán sin in ionad atá infheicthe go soiléir nó

(b) sula ndéanfar an bonn a dhíol, go ndéanfar an lipéad dá dtagraítear in Airteagal 4(1)(b) a thaispeáint don úsáideoir deiridh agus go mbeidh sé ar taispeáint go soiléir díreach in aice leis an mbonn ag an bpointe díola.

2. Más rud é nach bhfuil boinn a thairgtear lena ndíol infheicthe ag an úsáideoir deiridh, soláthróidh na dáileoirí faisnéis d’úsáideoirí deiridh faoi aicme éifeachtúlachta breosla, aicme fliuchghreama, aicme torainn sheachtraigh rollta agus luach tomhaiste na mbonn sin.

3. I gcás bhoinn C1, bhoinn C2 agus bhoinn C3, déanfaidh na dáileoirí an aicme éifeachtúlachta breosla, luach tomhaiste an torainn sheachtraigh rollta, agus más infheidhme, an aicme fliuchghreama, mar atá leagtha amach in Iarscríbhinn I, a lua ar na billí, nó in éineacht leis na billí, a sheachadtar ar na húsáideoirí deiridh nuair a cheannaíonn siad boinn.

Airteagal 6

Freagrachtaí soláthróirí feithiclí agus dáileoirí feithiclí

I gcás ina dtairgtear rogha d’úsáideoirí deiridh ag an bpointe díola idir boinn éagsúla atá le feistiú ar fheithicil nua atá ar intinn acu a fháil, déanfaidh soláthróirí agus dáileoirí feithiclí, sula ndíoltar an fheithicil, faisnéis a chur ar fáil dóibh maidir le gach ceann de na boinn a thairgtear, ar faisnéis í a bhaineann le haicme éifeachtúlachta breosla, le haicme torainn sheachtraigh rollta agus le luach tomhaiste agus, más infheidhme, le haicme fliuchghreama bhoinn C1, bhoinn C2 agus bhoinn C3, mar atá leagtha amach in Iarscríbhinn 1 agus san ord a shonraítear in Iarscríbhinn III. Déanfar an fhaisnéis sin a chur san áireamh, ar a laghad, san ábhar teicniúil cur chun cinn.

Airteagal 7

Modhanna comhchuibhithe tástála

Is trí na modhanna comhchuibhithe tástála dá dtagraítear in Iarscríbhinn I a chur i bhfeidhm a gheofar an fhaisnéis atá le soláthar faoi Airteagal 4, faoi Airteagal 5 agus faoi Airteagal 6 maidir le haicme éifeachtúlachta breosla, le haicme torainn sheachtraigh rollta agus luach tomhaiste, agus le haicme fliuchghreama na mbonn.

Airteagal 8

An nós imeachta fíorúcháin

Déanfaidh na Ballstáit comhréireacht na n-aicmí dearbhaithe éifeachtúlachta breosla agus fliuchghreama, de réir bhrí Iarscríbhinn I, Cuid A agus Cuid B, agus comhréireacht na haicme dearbhaithe torainn sheachtraigh rollta agus an luacha thomhaiste, de réir bhrí Iarscríbhinn I, Cuid C, a mheasúnú i gcomhréir leis an nós imeachta a leagtar amach in Iarscríbhinn IV.

Airteagal 9

An margadh inmheánach

1. I gcás ina gcomhlíontar ceanglais an Rialacháin seo, ní dhéanfaidh na Ballstáit cur ar fáil na mbonn dá dtagraítear in Airteagal 2 ar an margadh a thoirmeasc ná a shrianadh ar fhorais a bhaineann le faisnéis faoi tháirgí.

2. Mura rud é go mbeidh fianaise dá mhalairt acu, measfaidh na Ballstáit go gcomhlíonann lipéid agus faisnéis faoi tháirgí an Rialachán seo. Féadfaidh siad a cheangal ar na soláthróirí doiciméadacht theicniúil a sholáthar, i gcomhréir le hAirteagal 4(5), chun measúnú a dhéanamh ar chruinneas na luachanna agus na n-aicmí dearbhaithe.

Airteagal 10

Dreasachtaí

I gcás bonn atá in aicme atá faoi bhun aicme C, ní dhéanfaidh na Ballstáit dreasachtaí a sholáthar i leith éifeachtúlachta breosla ná i leith fliuchghreama de réir bhrí Iarscríbhinn I, Cuid A agus Cuid B faoi seach. Chun críche an Rialacháin seo, ní dreasachtaí iad bearta cánachais ná bearta fioscacha.

▼M3

Airteagal 11

Leasuithe ar an Iarscríbhinn

Tugtar de chumhacht don Choimisiún gníomhartha tarmligthe a ghlacadh i gcomhréir le hAirteagal 11a chun leasuithe de chineál teicniúil amháin a dhéanamh ar an Iarscríbhinn, chun aird a thabhairt ar chomhchuibhiú agus caighdeánú teicniúil i dtaca le dearadh, tógáil, monarú nó foirgníocht trealaimh oibre agus áiteanna oibre, an dul chun cinn teicniúil, athruithe ar rialacháin nó sonraíochtaí Eorpacha comhchuibhithe agus fionnachtana nua maidir le creathadh meicniúil.

Más rud é, i gcásanna eisceachtúla a bhfuil údar cuí leo agus a bhaineann le rioscaí tromchúiseacha, díreacha atá ar tí tarlú do shláinte agus do shábháilteacht fhisiceach oibrithe agus daoine eile, go n-éilítear, ar mhórchúiseanna práinne gníomhú i dtréimhse ama an-ghearr, beidh feidhm ag an nós imeachta dá bhforáiltear in Airteagal 11b maidir le gníomhartha tarmligthe a ghlactar de bhun an Airteagail seo.

▼M3

Airteagal 11a

An tarmligean a fheidhmiú

1. Is faoi réir na gcoinníollacha a leagtar síos san Airteagal seo a thugtar an chumhacht don Choimisiún chun gníomhartha tarmligthe a ghlacadh.

2. Déanfar an chumhacht chun gníomhartha tarmligthe a ghlacadh dá dtagraítear in Airteagal 11 a thabhairt don Choimisiún go ceann tréimhse 5 bliana amhail ón 26 Iúil 2019. Déanfaidh an Coimisiún, tráth nach déanaí ná 9 mí roimh dheireadh na tréimhse 5 bliana, tuarascáil a tharraingt suas maidir le tarmligean na cumhachta. Déanfar tarmligean na cumhachta a fhadú go hintuigthe go ceann tréimhsí comhfhaid, mura rud é go gcuireann Parlaimint na hEorpa nó an Chomhairle in aghaidh an fhadaithe sin tráth nach déanaí ná 3 mhí roimh dheireadh gach tréimhse.

3. Féadfaidh Parlaimint na hEorpa nó an Chomhairle tarmligean na cumhachta dá dtagraítear in Airteagal 11 a chúlghairm aon tráth. Déanfaidh cinneadh chun cúlghairm a dhéanamh deireadh a chur le tarmligean na cumhachta atá sonraithe sa chinneadh sin. Gabhfaidh éifeacht leis an lá tar éis fhoilsiú an chinnidh in Iris Oifigiúil an Aontais Eorpaigh nó ar dháta níos déanaí a shonrófar sa chinneadh. Ní dhéanfaidh sé difear do bhailíocht aon ghníomhartha tarmligthe atá i bhfeidhm cheana.

4. Roimh dó gníomh tarmligthe a ghlacadh, rachaidh an Coimisiún i mbun comhairliúchán le saineolaithe arna n-ainmniú ag gach Ballstát i gcomhréir leis na prionsabail a leagtar síos i gComhaontú Idirinstitiúideach an 13 Aibreán 2016 maidir le Reachtóireacht Níos Fearr ( 1 ).

5. A luaithe a ghlacfaidh sé gníomh tarmligthe, tabharfaidh an Coimisiún fógra, an tráth céanna, do Pharlaimint na hEorpa agus don Chomhairle faoi.

6. Ní thiocfaidh gníomh tarmligthe a ghlactar de bhun Airteagal 11 i bhfeidhm ach amháin mura mbeidh aon agóid curtha in iúl ag Parlaimint na hEorpa ná ag an gComhairle laistigh de thréimhse 2 mhí tar éis fógra faoin ngníomh sin a thabhairt do Pharlaimint na hEorpa agus don Chomhairle nó más rud é, roimh dhul in éag na tréimhse sin, go mbeidh Parlaimint na hEorpa agus an Chomhairle araon tar éis a chur in iúl don Choimisiún nach ndéanfaidh siad aon agóid. Déanfar an tréimhse sin a fhadú 2 mhí ar thionscnamh Pharlaimint na hEorpa nó na Comhairle.

Airteagal 11b

An nós imeachta práinne

1. Tiocfaidh gníomhartha tarmligthe a ghlactar faoin Airteagal seo i bhfeidhm gan mhoill agus beidh feidhm acu ar choinníoll nach ndéanfar agóid i gcomhréir le mír 2. Déanfar na cúiseanna le húsáid a bhaint as an nós imeachta práinne a lua san fhógra faoi ghníomhartha tarmligthe a thugtar do Pharlaimint na hEorpa agus don Chomhairle.

2. Féadfaidh Parlaimint na hEorpa nó an Chomhairle agóid a dhéanamh i gcoinne gníomh tarmligthe i gcomhréir leis an nós imeachta dá dtagraítear in Airteagal 11a(6). I gcás den sórt sin, déanfaidh an Coimisiún an gníomh tarmligthe a aisghairm láithreach tar éis do Pharlaimint na hEorpa nó don Chomhairle fógra a thabhairt don Choimisiún maidir leis an gcinneadh agóid a dhéanamh.

▼B

Airteagal 12

Forfheidhmiú

I gcomhréir le Rialachán (CE) Uimh. 765/2008, áiritheoidh na Ballstáit go ndéanfaidh na húdaráis atá freagrach as faireachas a dhéanamh ar an margadh comhlíonadh Airteagal 4, Airteagal 5 agus Airteagal 6 den Rialachán seo a fhíorú.

▼M3 —————

▼B

Airteagal 14

Athbhreithniú

1. Déanfaidh an Coimisiún measúnú ar an ngá atá leis an Rialachán seo a athbhreithniú agus na nithe seo a leanas, inter alia, á gcur san áireamh:

(a) a éifeachtaí atá an lipéad a mhéid a bhaineann le feasacht an úsáideora dheiridh, go háirithe an bhfuil forálacha Airteagal 4(1)(b) chomh héifeachtach le forálacha Airteagal 4(1)(a) maidir le cuspóirí an Rialacháin seo a bhaint amach;

(b) ar cheart an scéim lipéadaithe a leathnú chun boinn atráchta a chur san áireamh;

(c) ar cheart paraiméadair nua boinn, amhail míleáiste, a thabhairt isteach;

(d) an fhaisnéis faoi pharaiméadair bhoinn, ar faisnéis í a sholáthraíonn soláthróirí agus dáileoirí feithiclí d’úsáideoirí deiridh.

2. Tíolacfaidh an Coimisiún toradh an mheasúnaithe seo do Pharlaimint na hEorpa agus don Chomhairle tráth nach déanaí ná an 1 Márta 2016 agus, más iomchuí, cuirfidh sé tograí faoi bhráid Pharlaimint na hEorpa agus faoi bhráid na Comhairle.

Airteagal 15

Foráil idirthréimhseach

Ní bheidh feidhm ag Airteagal 4 ná ag Airteagal 5 maidir le boinn arna dtáirgeadh roimh an 1 Iúil 2012.

Airteagal 16

Teacht i bhfeidhm

Tiocfaidh an Rialachán seo i bhfeidhm an fichiú lá tar éis a fhoilsithe in Iris Oifigiúil an Aontais Eorpaigh.

Beidh feidhm ag an Rialachán seo amhail ón 1 Samhain 2012.

Beidh an Rialachán seo ina cheangal go huile agus go hiomlán agus beidh sé infheidhme go díreach i ngach Ballstát.









IARSCRÍBHINN I

GRÁDÚ PHARAIMÉADAIR NA MBONN

Cuid A: Aicmí éifeachtúlachta breosla

▼M2

The fuel efficiency class must be determined on the basis of the rolling resistance coefficient (RRC) according to the “A” to “G” scale specified below and measured in accordance with Annex 6 of UNECE Regulation No 117 and its subsequent amendments and aligned according to the procedure laid down in Annex IVa.

▼B

Má dhéantar cineál boinn a fhormheas le haghaidh níos mó ná aon aicme boinn amháin (e.g. C1 agus C2), ba cheart gurbh é an scála grádaithe a úsáidfear chun aicme éifeachtúlachta breosla an chineáil sin boinn a chinneadh an scála sin atá infheidhme maidir leis an aicme is airde boinn (e.g. C2, seachas C1).







Boinn C1 Boinn C2 Boinn C3 RRC in kg/t Aicme éifeachtúlachta fuinnimh RRC in kg/t Aicme éifeachtúlachta fuinnimh RRC in kg/t Aicme éifeachtúlachta fuinnimh RRC ≤ 6,5 A RRC ≤ 5,5 A RRC ≤ 4,0 A 6,6 ≤ RRC ≤ 7,7 B 5,6 ≤ RRC ≤ 6,7 B 4,1 ≤ RRC ≤ 5,0 B 7,8 ≤ RRC ≤ 9,0 C 6,8 ≤ RRC ≤ 8,0 C 5,1 ≤ RRC ≤ 6,0 C Folamh D Folamh D 6,1 ≤ RRC ≤ 7,0 D 9,1 ≤ RRC ≤ 10,5 E 8,1 ≤ RRC ≤ 9,2 E 7,1 ≤ RRC ≤ 8,0 E 10,6 ≤ RRC ≤ 12,0 F 9,3 ≤ RRC ≤ 10,5 F RRC ≥ 8,1 F RRC ≥ 12,1 G RRC ≥ 10,6 G Folamh G

Cuid B: Aicmí fliuchghreama

▼M2

1. The wet grip class of C1 tyres must be determined on the basis of the wet grip index (G) according to the “A” to “G” scale specified in the table below, calculated in accordance with point 3 and measured in accordance with Annex V.

2. The wet grip class of C2 and C3 tyres must be determined on the basis of the wet grip index (G) according to the “A” to “G” scale specified in the table below, calculated in accordance with point (3) and measured in accordance with ISO 15222:2011 whereby the following Standard Reference Test Tyres (SRTT) must be used:

(i) for C2 tyres, the SRTT 225/75 R 16 C, ASTM F 2872-11;

(ii) for C3 tyres having Nominal Section Width lower than 285 mm, the SRTT 245/70R19.5, ASTM F 2871-11;

(iii) for C3 tyres having Nominal Section Width greater than or equal to 285 mm, the SRTT 315/70R22.5, ASTM F 2870-11.

3. Calculation of wet grip index (G)

G = G(T) – 0,03

where: G(T) = wet grip index of the candidate tyre as measured in one test cycle







C1 tyres C2 tyres C3 tyres G Wet grip class G Wet grip class G Wet grip class 1,55 ≤ G A 1,40 ≤ G A 1,25 ≤ G A 1,40 ≤ G ≤ 1,54 B 1,25 ≤ G ≤ 1,39 B 1,10 ≤ G ≤ 1,24 B 1,25 ≤ G ≤ 1,39 C 1,10 ≤ G ≤ 1,24 C 0,95 ≤ G ≤ 1,09 C Empty D Empty D 0,80 ≤ G ≤ 0,94 D 1,10 ≤ G ≤ 1,24 E 0,95 ≤ G ≤ 1,09 E 0,65 ≤ G ≤ 0,79 E G ≤ 1,09 F G ≤ 0,94 F G ≤ 0,64 F Empty G Empty G Empty G

▼B

Cuid C: Aicmí torainn sheachtraigh rollta agus luach tomhaiste

Ní mór luach tomhaiste an torainn sheachtraigh rollta (N) a dhearbhú i ndeicibeilí agus a ríomh i gcomhréir le Rialachán UNECE Uimh. 117 agus leis na leasuithe iardain arna ndéanamh air.

Ní mór aicme an torainn sheachtraigh rollta a chinneadh mar a leanas, ar bhonn na luachanna teorann (LV) a leagtar amach i gCuid C d’Iarscríbhinn II de Rialachán (CE) Uimh. 661/2009:







N in dB Aicme an torainn sheachtraigh rollta N ≤ LV – 3 LV-3 < N ≤ LV N > LV









IARSCRÍBHINN II

FORMÁID AN LIPÉID

1. Dearadh an lipéid

1.1. Ní mór go mbeidh an lipéad dá dtagraítear in Airteagal 4(1) agus in Airteagal 5(1) i gcomhréir leis an léaráid thíos:

1.2. Seo a leanas na sonraíochtaí don lipéad:

1.3. Ní mór go mbeidh an lipéad ar a laghad 75 mm ar leithead agus 110 mm ar airde. I gcás ina gclóbhuailtear an lipéad i bhformáid atá níos mó ná sin, ní mór, mar sin féin, an t-ábhar atá clóbhuailte ar an lipéad a bheith i gcomhréir leis na sonraíochtaí thuas.

1.4. Ní mór go mbeidh an lipéad de réir na gceanglas seo a leanas: (a) Is iad na dathanna a bheidh ann ná CMBD – cian, maigeanta, buí agus dubh – agus luafar iad de réir an tsampla seo a leanas: 00-70-X-00: 0 % cian, 70 % maigeanta, 100 % buí, 0 % dubh; (b) Is do na heochracha eolais atá luaite i bpointe 1.2 a thagraíonn na huimhreacha atá liostaithe thíos: Éifeachtacht bhreosla Picteagram; mar atá léirithe: leithead: 19,5 mm, airde: 18,5 mm – Fráma don phicteagram: fleasc: 3,5 pt, leithead: 26 mm, airde: 23 mm – Fráma don ghrádú: fleasc: 1 pt – Foirceann an fhráma: fleasc: 3,5 pt, leithead: 36 mm – Dath: X-10-00-05; Fliuchghreim Picteagram, mar atá léirithe: leithead: 19 mm, airde: 19 mm – Fráma don phicteagram: fleasc: 3,5 pt, leithead: 26 mm, airde: 23 mm – Fráma don ghrádú: fleasc: 1 pt – Foirceann an fhráma: fleasc: 3,5 pt, leithead: 26 mm – Dath: X-10-00-05; Torann seachtrach rollta Picteagram, mar atá léirithe: leithead: 14 mm, airde: 15 mm – Fráma don phicteagram: fleasc: 3,5 pt, leithead: 26 mm, airde: 24 mm – Fráma don luach: fleasc: 1 pt – Foirceann an fhráma: fleasc: 3,5 pt, airde: 24 mm – Dath: X-10-00-05; Imeall an lipéid: fleasc: 1,5 pt – Dath: X-10-00-05; Scála ‘A’ go ‘G’ Saigheada: airde: 4,75 mm, bearna: 0,75 mm, fleasc dhubh: 0,5 pt – dathanna: — A: X-00-X-00; — B: 70-00-X-00; — C: 30-00-X-00; — D: 00-00-X-00; — E: 00-30-X-00; — F: 00-70-X-00; — G: 00-X-X-00. Téacs: Helvetica Bold 12 pt, 100 % bán, imlíne dhubh: 0,5 pt; Grádú Saighead: leithead: 16 mm, airde: 10 mm, 100 % dubh; Téacs: Helvetica Bold 27 pt, 100 % bán; Línte an scála: fleasc: 0,5 pt, spás idir na línte daisithe: 5,5 mm, 100 % dubh; Scála an téacs: Helvetica Bold 11 pt, 100 % dubh; Luach tomhaiste an torainn sheachtraigh rollta Saighead: leithead: 25,25 mm, airde: 10 mm, 100 % dubh; Téacs: Helvetica Bold 20 pt, 100 % bán; Téacs an aonaid: Helvetica Bold 13 pt, 100 % bán; Lógó an AE: leithead: 9 mm, airde: 6 mm; Tagairt don Rialachán: Helvetica Regular 7,5 pt, 100 % dubh; Tagairt don aicme boinn: Helvetica Bold 7,5 pt, 100 % dubh; Aicme an torainn sheachtraigh rollta mar atá léirithe i gcuid C d’Iarscríbhinn I: leithead: 8,25 mm, airde: 15,5 mm – 100 % dubh. (c) Ní mór an cúlra a bheith bán.

1.5. Ní mór an aicme boinn (C1 nó C2) a thaispeáint ar an lipéad san fhormáid a fhorordaítear sa léaráid atá i bpointe 1.2.

2. Greamán

2.1. Tá dhá chuid sa ghreamán dá dtagraítear in Airteagal 4(1) agus in Airteagal 5(1): (i) lipéad arna chlóbhualadh san fhormáid a thuairiscítear i bpointe 1 den Iarscríbhinn seo agus (ii) spás don bhranda arna chlóbhualadh i gcomhréir leis na sonraíochtaí a thuairiscítear i bpointe 2.2 den Iarscríbhinn seo.

2.2. Spás don bhranda: Ní mór do na soláthróirí a dtrádainm nó a dtrádmharc, réim an bhoinn, toisí an bhoinn, an treoiruimhir ualaigh, an rátáil luais agus sonraíochtaí teicniúla eile a chur ar an ngreamán maille leis an lipéad, is cuma cén dath, cén fhormáid agus cén dearadh a úsáidtear, ar choinníoll nach mbaineann sé sin den teachtaireacht atá ar an lipéad de réir mar a shainítear i bpointe 1 den Iarscríbhinn seo ná nach gcuireann sé isteach ar an teachtaireacht sin. Ní rachaidh dromchla iomlán an lipéid thar 250 cm2 agus ní rachaidh airde iomlán an ghreamáin thar 220 mm.









IARSCRÍBHINN III

Faisnéis a sholáthrófar in ábhar teicniúil cur chun cinn

1. Ní mór faisnéis faoi bhoinn a sholáthar san ord a shonraítear mar a leanas: (i) an aicme éifeachtúlachta breosla (an litir ‘A’ go ‘G’); (ii) an aicme fliuchghreama (an litir ‘A’ go ‘G’); (iii) luach tomhaiste agus aicme an torainn sheachtraigh rollta (dB).

2. Ní mór an fhaisnéis a sholáthraítear i bpointe 1 a bheith de réir na gceanglas seo a leanas: (i) ní mór i a bheith soléite; (ii) ní mór í a bheith sothuigthe; (iii) má tá grádú éagsúil ar fáil le haghaidh cineáil áirithe boinn, de réir toise nó paraiméadar eile, luafar an raon idir an bonn is ísle feidhmíochta agus an bonn is airde feidhmíochta.

3. Ina theannta sin, ní mór do na soláthróirí an méid seo a leanas a chur ar fáil ar a láithreáin ghréasáin: (i) nasc leis an leathanach gréasáin ábhartha de chuid an Choimisiúin atá tiomnaithe don Rialachán seo; (ii) míniú ar na picteagraim atá clóbhuailte ar an lipéad; (iii) ráiteas ina dtugtar léiriú suntasach á rá go bhfuil spáráil breosla agus sábháilteacht ar bhóithre ag brath go mór ar iompraíocht an tiománaí, agus go háirithe, na nithe seo a leanas á léiriú: — is féidir laghdú suntasach a dhéanamh ar thomhailt breosla ach tiomáint ar bhealach éiceolaíoch; — ba cheart brú na mbonn a sheiceáil go rialta chun feidhmíocht a bharrfheabhsú i dtaca le fliuchghreim agus éifeachtúlacht bhreosla de; — ba cheart achair stoptha a urramú i gcónaí.

▼M2









ANNEX IV

Verification procedure

The conformity of the declared fuel efficiency and wet grip classes, as well as the declared external rolling noise class and declared value, must be assessed for each tyre type or each grouping of tyres as determined by the supplier, according to one of the following procedures:

(a) (i) a single tyre or tyre set is tested first. If the measured values meet the declared classes or external rolling noise declared value to within the tolerance defined in Table 1, the test is successfully passed; and (ii) if the measured values do not meet the declared classes or external rolling noise declared value within the range defined in Table 1, three more tyres or tyre sets are tested. The average measurement value stemming from the three tyres or tyre sets tested is used to assess conformity with the declared information within the range defined in Table 1; or

(b) where the labelled classes or values are derived from type approval test results obtained in accordance with Directive 2001/43/EC, Regulation (EC) No 661/2009, or UNECE Regulation No 117 and its subsequent amendments, Member States may make use of measurement data obtained from conformity of production tests on tyres.

Assessment of the measurement data obtained from the conformity of production tests must take into account the allowances defined in Table 1.







Table 1 Measured parameter Verification tolerances Rolling resistance coefficient (fuel efficiency) The aligned measured value shall not be greater than the upper limit (the highest RRC) of the declared class by more than 0,3 kg/1 000 kg. External rolling noise The measured value shall not be greater than the declared value of N by more than 1 dB(A). Wet grip The measured value shall not be lower than the lower limit (the lowest value of G) of the declared class.

▼M2









ANNEX IVa

Laboratory alignment procedure for the measurement of rolling resistance

1. DEFINITIONS

For the purpose of the laboratory alignment procedure, the following definitions apply:

(1) “Reference laboratory” means a laboratory that is part of the network of laboratories the references of which have been published for the purpose of the alignment procedure in the Official Journal of the European Union, and is able to achieve the accuracy of test results determined in section 3;

(2) “Candidate laboratory” means a laboratory participating in the alignment procedure that is not a reference laboratory;

(3) “Alignment tyre” means a tyre that is tested for the purpose of performing the alignment procedure;

(4) “Alignment tyres set” means a set of five or more alignment tyres;

(5) “Assigned value” means a theoretical value of one alignment tyre as measured by a theoretical laboratory which is representative of the network of reference laboratories that is used for the alignment procedure.

2. GENERAL PROVISIONS

2.1. Principle

The measured Rolling Resistance Coefficient (RRCm ) in a reference laboratory (l) shall be aligned to the assigned values of the network of reference laboratories.

The RRCm in a candidate laboratory (c) shall be aligned through one reference laboratory of the network of its choice.

2.2. Tyre selection requirements

A set of five or more alignment tyres shall be selected for the alignment procedure in compliance with the criteria below. One set shall be selected for C1 and C2 tyres together, and one set for C3 tyres.

(a) The set of alignment tyres shall be selected so as to cover the range of different RRCs of C1 and C2 tyres together, or of C3 tyres. In any event, the difference between the highest RRCm of the tyre set, and the lowest RRCm of the tyre set shall be at least equal to: (i) 3 kg/t for C1 and C2 tyres; and (ii) 2 kg/t for C3 tyres.

(b) The RRCm in the candidate or reference laboratories (c or l) based on declared RRC values of each alignment tyre of the set shall be spaced out as follows and distributed uniformly: (i) 1,0 +/– 0,5 kg/t for C1 and C2 tyres; and (ii) 1,0 +/– 0,5 kg/t for C3 tyres.

(c) The selected tyre section width of each alignment tyre shall be: (i) ≤ 245 mm for machines measuring C1 and C2 tyres; and (ii) ≤ 385 mm for machines measuring C3 tyres.

(d) The selected tyre outer diameter of each alignment tyre shall be: (i) between 510 to 800 mm for machines measuring C1 and C2 tyres; and (ii) between 771 to 1 143 mm for machines measuring C3 tyres.

(e) Load index values shall adequately cover the range of the tyres to be tested, ensuring that the rolling resistance force (RRF) values also cover the range of the tyres to be tested. Each alignment tyre shall be checked prior to use and replaced when: (a) it shows a condition which makes it unusable for further tests; and/or (b) there are deviations of RRCm greater than 1,5 per cent relative to earlier measurements after correction for any machine drift.

2.3. Measurement method

The reference laboratory shall measure each alignment tyre four times and retain the three last results for further analysis, in accordance with paragraph 4 of Annex 6 of UNECE Regulation No 117 and its subsequent amendments and applying the conditions set out in paragraph 3 of Annex 6 of UNECE Regulation No 117 and its subsequent amendments.

The candidate laboratory shall measure each alignment tyre (n + 1) times with n being specified in section 5 and retain the n last results for further analysis, in accordance with paragraph 4 of Annex 6 of UNECE Regulation No 117 and its subsequent amendments and applying the conditions set out in paragraph 3 of Annex 6 of UNECE Regulation No 117 and its subsequent amendments.

Each time an alignment tyre is measured, the tyre/wheel assembly shall be removed from the machine and the entire test procedure specified in paragraph 4 of Annex 6 of UNECE Regulation No 117 and its subsequent amendments shall be followed again from the start.

The candidate or reference laboratory shall calculate:

(a) the measured value of each alignment tyre for each measurement as specified in Annex 6, paragraphs 6.2 and 6.3, of UNECE Regulation No 117 and its subsequent amendments (i.e. corrected for a temperature of 25 °C and a drum diameter of 2 m);

(b) the mean value of the three (in the case of reference laboratories) or n (in the case of candidate laboratories) last measured values of each alignment tyre; and

(c) the standard deviation (σm) as follows: where: i is the counter from 1 to p for the number of alignment tyres j is the counter from 2 to n for the number of repetitions of each measurement for a given alignment tyre n is the number of repetitions of tyre measurements (n ≥4) p is the number of alignment tyres (p ≥ 5)

2.4. Data formats to be used for the computations and results

— The measured RRC values corrected from drum diameter and temperature shall be rounded to 2 decimal places.

— Then the computations shall be made with all digits: there shall be no further rounding except on the final alignment equations.

— All standard deviation values shall be displayed to 3 decimal places.

— All RRC values will be displayed to 2 decimal places.

— All alignment coefficients (A1 l , B1 l , A2 c and B2 c ) shall be rounded and displayed to 4 decimal places.

3. REQUIREMENTS APPLICABLE TO THE REFERENCE LABORATORIES AND DETERMINATION OF THE ASSIGNED VALUES

The assigned values of each alignment tyre shall be determined by a network of reference laboratories. After two years the network shall assess the stability and validity of the assigned values.

Each reference laboratory participating in the network shall comply with the specifications of Annex 6 of UNECE Regulation No 117 and its subsequent amendments and have a standard deviation (σm) as follows:

(i) not greater than 0,05 kg/t for class C1 and C2 tyres; and

(ii) not greater than 0,05 kg/t for class C3 tyres.

The sets of alignment tyres, conforming to the specification of section 2.2 shall be measured in accordance with section 2.3 by each reference laboratory of the network.

The assigned value of each alignment tyre is the average of the measured values given by the reference laboratories of the network for this alignment tyre.

4. PROCEDURE FOR THE ALIGNMENT OF A REFERENCE LABORATORY TO THE ASSIGNED VALUES

Each reference laboratory (l) shall align itself to the assigned values of the alignment tyre set using a linear regression technique, A1 l and B1 l , calculated as follows:

RRC = A1 l * RRC m,l + B1 l

where:

RRC is the assigned value of the rolling resistance coefficient;

RRCm, is the measured value of the rolling resistance coefficient by the reference laboratory ‘l’ (including temperature and drum diameter corrections)

5. REQUIREMENTS APPLICABLE TO CANDIDATE LABORATORIES

Candidate laboratories shall repeat the alignment procedure at least once every two years and always after any significant machine change or any drift in machine control tyre monitoring data.

A common set of five different tyres, conforming to the specification of section 2.2 shall be measured in accordance with section 2.3 by the candidate laboratory and by one reference laboratory. More than five alignment tyres may be tested at the request of the candidate laboratory.

The alignment tyre set shall be provided by the candidate laboratory to the selected reference laboratory.

The candidate laboratory (c) shall comply with the specifications of Annex 6 of UNECE Regulation No 117 and its subsequent amendments and preferably have standard deviations (σm ) as follows:

(i) not greater than 0,075 kg/t for C1 and C2 tyres; and

(ii) not greater than 0,06 kg/t for C3 tyres.

If the standard deviations (σm) of the candidate laboratory are higher than the above values with three measurements, then the number of measurement repetitions shall be increased as follows:

n = (σm /γ)2, rounded up to the nearest higher integer value

where:

γ = 0,043 kg/t for Class C1 and C2 tyres

γ = 0,035 kg/t for Class C3 tyres

6. PROCEDURE FOR THE ALIGNMENT OF A CANDIDATE LABORATORY

One reference laboratory (l) of the network shall calculate the linear regression function of the candidate laboratory (c), A2c and B2c, as follows:

RRC m,l = A2c × RRCm,c + B2c

where:

RRCm,l is the measured value of the rolling resistance coefficient by the reference laboratory (l) (including temperature and drum diameter corrections)

RRCm,c is the measured value of the rolling resistance coefficient by the candidate laboratory (c) (including temperature and drum diameter corrections)

The aligned RRC of tyres tested by the candidate laboratory is calculated as follows:

RRC = (A1 l × A2c) × RRCm,c + (A1 l × B2c + B1 l )

▼M1









ANNEX V

Testing method for measuring the wet grip index (G) of C1 tyres

1. MANDATORY STANDARDS

The following documents listed apply.

(1) ASTM E 303-93 (Reapproved 2008), Standard Test Method for Measuring Surface Frictional Properties Using the British Pendulum Tester;

(2) ASTM E 501-08, Standard Specification for Standard Rib Tire for Pavement Skid-Resistance Tests;

(3) ASTM E 965-96 (Reapproved 2006), Standard Test Method for Measuring Pavement Macrotexture Depth Using a Volumetric Technique;

(4) ASTM E 1136-93 (Reapproved 2003), Standard Specification for a Radial Standard Reference Test Tire (SRTT14″);

(5) ASTM F 2493-08, Standard Specification for a Radial Standard Reference Test Tire (SRTT16″).

2. DEFINITIONS

For the purposes of testing wet grip of C1 tyres, the following definitions apply:

(1) ‘test run’ means a single pass of a loaded tyre over a given test track surface;

(2) ‘test tyre(s)’ means a candidate tyre, a reference tyre or a control tyre or tyre set that is used in a test run;

(3) ‘candidate tyre(s) (T)’ means a tyre or a tyre set that is tested for the purpose of calculating its wet grip index;

(4) ‘reference tyre(s) (R)’ means a tyre or a tyre set that has the characteristics indicated in ASTM F 2493-08 and referred to as Standard Reference Test Tyre 16 inches (SRTT16″);

(5) ‘control tyre(s) (C)’ means an intermediate tyre or a set of intermediate tyres which is used when the candidate tyre and the reference tyre cannot be directly compared on the same vehicle;

(6) ‘braking force of a tyre’ means the longitudinal force, expressed in newton, resulting from braking torque application;

(7) ‘braking force coefficient of a tyre (BFC)’ means the ratio of the braking force to the vertical load;

(8) ‘peak braking force coefficient of a tyre’ means the maximum value of a tyre braking force coefficient that occurs prior to wheel lockup as the braking torque is progressively increased;

(9) ‘lockup of a wheel’ means the condition of a wheel in which its rotational velocity about the wheel spin axis is zero and it is prevented from rotating in the presence of applied wheel torque;

(10) ‘vertical load’ means the load in newton imposed on the tyre perpendicular to the road surface;

(11) ‘tyre test vehicle’ means a dedicated special purpose vehicle which has instruments to measure the vertical and the longitudinal forces on one test tyre during braking.

3. GENERAL TEST CONDITIONS

3.1 Track characteristics

The test track shall have the following characteristics:

(1) The surface shall have a dense asphalt surface with a uniform gradient of not more than 2 % and shall not deviate more than 6 mm when tested with a 3 m straight edge.

(2) The surface shall have a pavement of uniform age, composition, and wear. The test surface shall be free of loose material and foreign deposits.

(3) The maximum chipping size shall be 10 mm (tolerances permitted from 8 mm to 13 mm).

(4) The texture depth as measured by a sand patch shall be 0,7 ± 0,3 mm. It shall be measured in accordance with ASTM E 965-96 (Reapproved 2006).

(5) The wetted frictional properties of the surface shall be measured with either method (a) or (b) in section 3.2.

3.2 Methods to measure the wetted frictional properties of the surface

(a) British Pendulum Number (BPN) method

The British Pendulum Number method shall be as defined in ASTM E 303-93 (Reapproved in 2008).

Pad rubber component formulation and physical properties shall be as specified in ASTM E 501-08.

The averaged British Pendulum Number (BPN) shall be between 42 and 60 BPN after temperature correction as follows.

BPN shall be corrected by the wetted road surface temperature. Unless temperature correction recommendations are indicated by the British pendulum manufacturer, the following formula is used:

BPN = BPN (measured value) + temperature correction

temperature correction = – 0,0018 t 2 + 0,34 t – 6,1

where t is the wetted road surface temperature in degrees Celsius.

Effects of slider pad wear: The pad shall be removed for maximum wear when the wear on the striking edge of the slider reaches 3,2 mm in the plane of the slider or 1,6 mm vertical to it in accordance with section 5.2.2 and Figure 3 of ASTM E 303-93 (Reapproved 2008).

For the purpose of checking track surface BPN consistency for the measurement of wet grip on an instrumented passenger car: the BPN values of the test track should not vary over the entire stopping distance so as to decrease the dispersion of test results. The wetted frictional properties of the surface shall be measured five times at each point of the BPN measurement every 10 meters and the coefficient of variation of the averaged BPN shall not exceed 10 %.

(b) ASTM E 1136 Standard Reference Test Tyre (SRTT14″) method

By derogation with point (4) of section 2, this method uses the reference tyre that has the characteristics indicated in ASTM E 1136-93 (Reapproved 2003) and referred to as SRTT14″ ( 2 ).

The average peak braking force coefficient (μpeak,ave ) of the SRTT14″ shall be 0,7 ± 0,1 at 65 km/h.

The average peak braking force coefficient (μpeak,ave ) of the SRTT14″ shall be corrected by the wetted road surface temperature as follows:

peak braking force coefficient ( μ peak,ave ) = peak braking force coefficient (measured) + temperature correction

temperature correction = 0,0035 × ( t – 20)

where t is the wetted road surface temperature in degrees Celsius.

3.3 Atmospheric conditions

The wind conditions shall not interfere with wetting of the surface (wind-shields are allowed).

Both the wetted surface temperature and the ambient temperature shall be between 2 °C and 20 °C for snow tyres and 5 °C and 35 °C for normal tyres.

The wetted surface temperature shall not vary during the test by more than 10 °C.

The ambient temperature must remain close to the wetted surface temperature; the difference between the ambient and the wetted surface temperatures must be less than 10 °C.

4. TESTING METHODS FOR MEASURING WET GRIP

For the calculation of the wet grip index (G) of a candidate tyre, the wet grip braking performance of the candidate tyre is compared to the wet grip braking performance of the reference tyre on a vehicle travelling straight ahead on a wet, paved surface. It is measured with one of the following methods:

— vehicle method consisting of testing a set of tyres mounted on an instrumented passenger car,

— testing method using a trailer towed by a vehicle or a tyre test vehicle, equipped with the test tyre(s).

4.1 Testing method using an instrumented passenger car

4.1.1 Principle

The testing method covers a procedure for measuring the deceleration performance of C1 tyres during braking, using an instrumented passenger car equipped with an Antilock Braking System (ABS), where ‘instrumented passenger car’ means a passenger car that is fitted with the measuring equipment listed in section 4.1.2.2 for the purpose of this testing method. Starting with a defined initial speed, the brakes are applied hard enough on four wheels at the same time to activate the ABS. The average deceleration is calculated between two pre-defined speeds.

4.1.2 Equipment

4.1.2.1 Vehicle

Permitted modifications on the passenger car are as follows:

— those allowing the number of tyre sizes that can be mounted on the vehicle to be increased,

— those permitting automatic activation of the braking device to be installed.

Any other modification of the braking system is prohibited.

4.1.2.2 Measuring equipment

The vehicle shall be fitted with a sensor suitable for measuring speed on a wet surface and distance covered between two speeds.

To measure vehicle speed, a fifth wheel or non-contact speed-measuring system shall be used.

4.1.3 Conditioning of the test track and wetting condition

The test track surface shall be watered at least half an hour prior to testing in order to equalise the surface temperature and water temperature. External watering should be supplied continuously throughout testing. For the whole testing area, the water depth shall be 1,0 ± 0,5 mm, measured from the peak of the pavement.

The test track should then be conditioned by conducting at least 10 test runs with tyres not involved in the test programme at 90 km/h.

4.1.4 Tyres and rims

4.1.4.1 Tyre preparation and break-in

The test tyres shall be trimmed to remove all protuberances on the tread surface caused by mould air vents or flashes at mould junctions.

The test tyres shall be mounted on the test rim declared by the tyre manufacturer.

A proper bead seat should be achieved by the use of a suitable lubricant. Excessive use of lubricant should be avoided to prevent slipping of the tyre on the wheel rim.

The test tyres/rim assemblies shall be stored in a location for a minimum of two hours such that they all have the same ambient temperature prior to testing. They should be shielded from the sun to avoid excessive heating by solar radiation.

For tyre break-in, two braking runs shall be performed.

4.1.4.2 Tyre load

The static load on each axle tyre shall lie between 60 % and 90 % of the tested tyre load capacity. Tyre loads on the same axle should not differ by more than 10 %.

4.1.4.3 Tyre inflation pressure

On the front and rear axles, the inflation pressures shall be 220 kPa (for standard- and extra-load tyres). The tyre pressure should be checked just prior to testing at ambient temperature and adjusted if required.

4.1.5 Procedure

4.1.5.1 Test run

The following test procedure applies for each test run:

(1) The passenger car is driven in a straight line up to 85 ± 2 km/h.

(2) Once the passenger car has reached 85 ± 2 km/h, the brakes are always activated at the same place on the test track referred to as ‘braking starting point’, with a longitudinal tolerance of 5 m and a transverse tolerance of 0,5 m.

(3) The brakes are activated either automatically or manually. (i) The automatic activation of the brakes is performed by means of a detection system made of two parts, one indexed to the test track and one on board the passenger car. (ii) The manual activation of the brakes depends on the type of transmission as follows. In both cases, a minimum of 600 N pedal efforts is required. For manual transmission, the driver should release the clutch and depress the brake pedal sharply, holding it down as long as necessary to perform the measurement. For automatic transmission, the driver should select neutral gear and then depress the brake pedal sharply, holding it down as long as necessary to perform the measurement.

(4) The average deceleration is calculated between 80 km/h and 20 km/h.

If any of the specifications listed above (including speed tolerance, longitudinal and transverse tolerance for the braking starting point, and braking time) are not met when a test run is made, the measurement is discarded and a new test run is made.

4.1.5.2 Test cycle

A number of test runs are made in order to measure the wet grip index of a set of candidate tyres (T) according to the following procedure, whereby each test run shall be made in the same direction and up to three different sets of candidate tyres may be measured within the same test cycle:

(1) First, the set of reference tyres are mounted on the instrumented passenger car.

(2) After at least three valid measurements have been made in accordance with section 4.1.5.1, the set of reference tyres is replaced by a set of candidate tyres.

(3) After six valid measurements of the candidate tyres are performed, two more sets of candidate tyres may be measured.

(4) The test cycle is closed by three more valid measurements of the same set of reference tyres as at the beginning of the test cycle.

EXAMPLES:

— The run order for a test cycle of three sets of candidate tyres (T1 to T3) plus a set of reference tyres (R) would be the following: R-T1-T2-T3-R

— The run order for a test cycle of five sets of candidate tyres (T1 to T5) plus a set of reference tyres (R) would be the following: R-T1-T2-T3-R-T4-T5-R

4.1.6 Processing of measurement results

4.1.6.1 Calculation of the average deceleration (AD)

The average deceleration (AD) is calculated for each valid test run in m·s– 2 as follows:

where:

S f is the final speed in m·s – 1 ; S f = 20 km/h = 5,556 m·s – 1

S i is the initial speed in m·s – 1 ; S i = 80 km/h = 22,222 m·s – 1

d is the distance covered in m between S i and S f .

4.1.6.2 Validation of results

The AD coefficient of variation is calculated as follows:

(Standard Deviation / Average) × 100

For the reference tyres (R) : If the AD coefficient of variation of any two consecutive groups of three test runs of the reference tyre set is higher than 3 %, all data should be discarded and the test repeated for all test tyres (the candidate tyres and the reference tyres).

For the candidate tyres (T) : The AD coefficients of variation are calculated for each candidate tyre set. If one coefficient of variation is higher than 3 %, the data should be discarded and the test repeated for that candidate tyre set.

4.1.6.3 Calculation of adjusted average deceleration (Ra)

The average deceleration (AD) of the reference tyre set used for the calculation of its braking force coefficient is adjusted according to the positioning of each candidate tyre set in a given test cycle.

This adjusted AD of the reference tyre (Ra) is calculated in m·s–2 in accordance with table 1 where R1 is the average of the AD values in the first test of the reference tyre set (R) and R2 is the average of the AD values in the second test of the same reference tyre set (R).







Table 1 Number of sets of candidate tyres within one test cycle Set of candidate tyres Ra 1 (R1 -T1-R2 ) T1 Ra = 1/2 (R1 + R2 ) 2 (R1 -T1-T2-R2 ) T1 Ra = 2/3 R1 + 1/3 R2 T2 Ra = 1/3 R1 + 2/3 R2 3 (R1 -T1-T2-T3-R2 ) T1 Ra = 3/4 R1 + 1/4 R2 T2 Ra = 1/2 (R 1 + R2 ) T3 Ra = 1/4 R1 + 3/4 R2

4.1.6.4 Calculation of the braking force coefficient (BFC)

The braking force coefficient (BFC) is calculated for a braking on the two axles according to Table 2 where Ta (a = 1, 2 or 3) is the average of the AD values for each candidate tyre (T) set that is part of a test cycle.







Table 2 Test Tyre Braking force coefficient Reference tyre BFC(R) = |Ra/g| Candidate tyre BFC(T) = |Ta/g| g is the acceleration due to gravity, g = 9,81 m·s-2

4.1.6.5 Calculation of the wet grip index of the candidate tyre

The wet grip index of the candidate tyre (G(T)) is calculated as follows:

where:

— t is the measured wet surface temperature in degree Celsius when the candidate tyre ( T ) is tested

— t 0 is the wet surface reference temperature condition, t 0 = 20 °C for normal tyres and t 0 = 10 °C for snow tyres

— BFC(R 0 ) is the braking force coefficient for the reference tyre in the reference conditions, BFC(R 0 ) = 0,68

— a = – 0,4232 and b = – 8,297 for normal tyres, a = 0,7721 and b = 31,18 for snow tyres

4.1.7 Wet grip performance comparison between a candidate tyre and a reference tyre using a control tyre

4.1.7.1 General

Where the candidate tyre size is significantly different from that of the reference tyre, a direct comparison on the same instrumented passenger car may not be possible. This testing method uses an intermediate tyre, hereinafter called the control tyre as defined in point 5 of section 2.

4.1.7.2 Principle of the approach

The principle is the use of a control tyre set and two different instrumented passenger cars for the test cycle of a candidate tyre set in comparison with a reference tyre set.

One instrumented passenger car is fitted with the reference tyre set followed by the control tyre set, the other with the control tyre set followed by the candidate tyre set.

The specifications listed in sections 4.1.2 to 4.1.4 apply.

The first test cycle is a comparison between the control tyre set and the reference tyre set.

The second test cycle is a comparison between the candidate tyre set and the control tyre set. It is done on the same test track and during the same day as the first test cycle. The wetted surface temperature shall be within ± 5 °C of the temperature of the first test cycle. The same control tyre set shall be used for the first and the second test cycles.

The wet grip index of the candidate tyre (G(T)) is calculated as follows:

G(T) = G1 × G2

where:

— G 1 is the relative wet grip index of the control tyre (C) compared to the reference tyre (R) calculated as follows:

— G 2 is the relative wet grip index of the candidate tyre (T) compared to the control tyre (C) calculated as follows:

4.1.7.3 Storage and preservation

It is necessary that all the tyres of a control tyre set have been stored in the same conditions. As soon as the control tyre set has been tested in comparison with the reference tyre, the specific storage conditions defined in ASTM E 1136-93 (Reapproved 2003) shall be applied.

4.1.7.4 Replacement of reference tyres and control tyres

When irregular wear or damage results from tests, or when wear influences the test results, the use of the tyre shall be discontinued.

4.2 Testing method using a trailer towed by a vehicle or a tyre test vehicle

4.2.1 Principle

The measurements are conducted on test tyres mounted on a trailer towed by a vehicle (hereafter referred to as tow vehicle) or on a tyre test vehicle. The brake in the test position is applied firmly until sufficient braking torque is generated to produce the maximum braking force that will occur prior to wheel lockup at a test speed of 65 km/h.

4.2.2 Equipment

4.2.2.1 Tow vehicle and trailer or tyre test vehicle

— The tow vehicle or the tyre test vehicle shall have the capability of maintaining the specified speed of 65 ± 2 km/h even under the maximum braking forces.

— The trailer or the tyre test vehicle shall be equipped with one place where the tyre can be fitted for measurement purposes hereafter called ‘test position’ and the following accessories: (i) equipment to activate brakes in the test position; (ii) a water tank to store sufficient water to supply the road surface wetting system, unless external watering is used; (iii) recording equipment to record signals from transducers installed at the test position and to monitor water application rate if the self-watering option is used.

— The maximum variation of toe-settings and camber angle for the test position shall be within ± 0,5 ° with maximum vertical load. Suspension arms and bushings shall have sufficient rigidity necessary to minimise free play and ensure compliance under application of maximum braking forces. The suspension system shall provide adequate load-carrying capacity and be of such a design as to isolate suspension resonance.

— The test position shall be equipped with a typical or special automotive brake system which can apply sufficient braking torque to produce the maximum value of braking test wheel longitudinal force at the conditions specified.

— The brake application system shall be able to control the time interval between initial brake application and peak longitudinal force as specified in section 4.2.7.1.

— The trailer or the tyre test vehicle shall be designed to accommodate the range of candidate tyre sizes to be tested.

— The trailer or the tyre test vehicle shall have provisions for adjustment of vertical load as specified in section 4.2.5.2.

4.2.2.2 Measuring equipment

— The test wheel position on the trailer or the tyre test vehicle shall be equipped with a rotational wheel velocity measuring system and with transducers to measure the braking force and vertical load at the test wheel.

— General requirements for measurement system: The instrumentation system shall conform to the following overall requirements at ambient temperatures between 0 °C and 45 °C: (i) overall system accuracy, force: ± 1,5 % of the full scale of the vertical load or braking force; (ii) overall system accuracy, speed: ± 1,5 % of speed or ± 1,0 km/h, whichever is greater.

— Vehicle speed: To measure vehicle speed, a fifth wheel or non-contact precision speed-measuring system should be used.

— Braking forces: The braking force-measuring transducers shall measure longitudinal force generated at the tyre–road interface as a result of brake application within a range from 0 % to at least 125 % of the applied vertical load. The transducer design and location shall minimise inertial effects and vibration-induced mechanical resonance.

— Vertical load: The vertical load-measuring transducer shall measure the vertical load at the test position during brake application. The transducer shall have the same specifications as described previously.

— Signal conditioning and recording system: All signal conditioning and recording equipment shall provide linear output with necessary gain and data reading resolution to meet the specified previous requirements. In addition, the following requirements apply: (i) The minimum frequency response shall be flat from 0 Hz to 50 Hz (100 Hz) within ± 1 % full scale. (ii) The signal-to-noise ratio shall be at least 20/1. (iii) The gain shall be sufficient to permit full-scale display for full-scale input signal level. (iv) The input impedance shall be at least 10 times larger than the output impedance of the signal source. (v) The equipment shall be insensitive to vibrations, acceleration, and changes in ambient temperature.

4.2.3 Conditioning of the test track

The test track should be conditioned by conducting at least ten test runs with tyres not involved in the test program at 65 ± 2 km/h.

4.2.4 Wetting conditions

The tow vehicle and trailer or the tyre test vehicle may be optionally equipped with a pavement-wetting system, less the storage tank, which, in the case of the trailer, is mounted on the tow vehicle. The water being applied to the pavement ahead of the test tyres shall be supplied by a nozzle suitably designed to ensure that the water layer encountered by the test tyre has a uniform cross section at the test speed with a minimum splash and overspray.

The nozzle configuration and position shall ensure that the water jets are directed towards the test tyre and pointed towards the pavement at an angle of 20° to 30°.

The water shall strike the pavement 0,25 m to 0,45 m ahead of the centre of tyre contact. The nozzle shall be located 25 mm above the pavement or at the minimum height required to clear obstacles which the tester is expected to encounter, but in no case more than 100 mm above the pavement.

The water layer shall be at least 25 mm wider than the test tyre tread and applied so the tyre is centrally located between the edges. Water delivery rate shall ensure a water depth of 1,0 ± 0,5 mm and shall be consistent throughout the test to within ± 10 per cent. The volume of water per unit of wetted width shall be directly proportional to the test speed. The quantity of water applied at 65 km/h shall be 18 l·s-1 per meter of width of wetted surface in case of a water depth of 1,0 mm.

4.2.5 Tyres and rims

4.2.5.1 Tyre preparation and break-in

The test tyres shall be trimmed to remove all protuberances on the tread surface caused by mould air vents or flashes at mould junctions.

The test tyre shall be mounted on the test rim declared by the tyre manufacturer.

A proper bead seat should be achieved by the use of a suitable lubricant. Excessive use of lubricant should be avoided to prevent slipping of the tyre on the wheel rim.

The test tyres/rim assemblies shall be stored in a location for a minimum of two hours such that they all have the same ambient temperature prior to testing. They should be shielded from the sun to avoid excessive heating by solar radiation.

For tyre break-in, two braking runs shall be performed under the load, pressure and speed as specified in 4.2.5.2, 4.2.5.3 and 4.2.7.1 respectively.

4.2.5.2 Tyre load

The test load on the test tyre is 75 ± 5 % of the test tyre load capacity.

4.2.5.3 Tyre inflation pressure

The test tyre cold inflation pressure shall be 180 kPa for standard-load tyres. For extra-load tyres, the cold inflation pressure shall be 220 kPa.

The tyre pressure should be checked just prior to testing at ambient temperature and adjusted if required.

4.2.6 Preparation of the tow vehicle and trailer or the tyre test vehicle

4.2.6.1 Trailer

For one axle trailers, the hitch height and transverse position shall be adjusted once the test tyre has been loaded to the specified test load in order to avoid any disturbance of the measuring results. The longitudinal distance from the centre line of the articulation point of the coupling to the transverse centre line of the axle of the trailer shall be at least 10 times the ‘hitch height’ or the ‘coupling (hitch) height’.

4.2.6.2 Instrumentation and equipment

Install the fifth wheel, when used, in accordance with the manufacturer’s specifications and locate it as near as possible to the mid-track position of the tow trailer or the tyre test vehicle.

4.2.7 Procedure

4.2.7.1 Test run

The following procedure applies for each test run:

(1) The tow vehicle or the tyre test vehicle is driven onto the test track in a straight line at the specified test speed 65 ± 2 km/h.

(2) The recording system is launched.

(3) Water is delivered to the pavement ahead of the test tyre approximately 0,5 s prior to brake application (for internal watering system).

(4) The trailer brakes are activated within 2 metres of a measurement point of the wetted frictional properties of the surface and sand depth in accordance with points 4 and 5 of section 3.1. The rate of braking application shall be such that the time interval between initial application of force and peak longitudinal force is in the range 0,2 s to 0,5 s.

(5) The recording system is stopped.

4.2.7.2 Test cycle

A number of test runs are made in order to measure the wet grip index of the candidate tyre (T) according to the following procedure, whereby each test run shall be made at the same spot on the test track and in the same direction. Up to three candidate tyres may be measured within the same test cycle, provided that the tests are completed within one day.

(1) First, the reference tyre is tested.

(2) After at least six valid measurements are performed in accordance with section 4.2.7.1, the reference tyre is replaced by the candidate tyre.

(3) After six valid measurements of the candidate tyre are performed, two more candidate tyres may be measured.

(4) The test cycle is closed by six more valid measurements of the same reference tyre as at the beginning of the test cycle.

EXAMPLES:

— The run order for a test cycle of three candidate tyres (T1 to T3) plus the reference tyre (R) would be the following: R-T1-T2-T3-R

— The run order for a test cycle of five candidate tyres (T1 to T5) plus the reference tyre R would be the following: R-T1-T2-T3-R-T4-T5-R

4.2.8 Processing of measurement results

4.2.8.1 Calculation of the peak braking force coefficient

The tyre peak braking force coefficient (μpeak) is the highest value of μ(t) before lockup occurs calculated as follows for each test run. Analogue signals should be filtered to remove noise. Digitally recorded signals must be filtered using a moving average technique.

where:

μ(t) is the dynamic tyre braking force coefficient in real time;

fh(t) is the dynamic braking force in real time, in N;

fv(t) is the dynamic vertical load in real time, in N.

4.2.8.2 Validation of results

The μpeak coefficient of variation is calculated as follows:

(Standard Deviation / Average) x 100

For the reference tyre (R) : If the coefficient of variation of the peak braking force coefficient (μpeak) of the reference tyre is higher than 5 %, all data should be discarded and the test repeated for all test tyres (the candidate tyre(s) and the reference tyre).

For the candidate tyre(s) (T) : The coefficient of variation of the peak braking force coefficient (μpeak) is calculated for each candidate tyre. If one coefficient of variation is higher than 5 %, the data should be discarded and the test repeated for this candidate tyre.

4.2.8.3 Calculation of the adjusted average peak braking force coefficient

The average peak braking force coefficient of the reference tyre used for the calculation of its braking force coefficient is adjusted according to the positioning of each candidate tyre in a given test cycle.

This adjusted average peak braking force coefficient of the reference tyre (Ra) is calculated in accordance with table 3 where R1 is the average peak tyre braking coefficient in the first test of the reference tyre (R) and R2 is the average peak tyre braking coefficient in the second test of the same reference tyre (R).







Table 3 Number of candidate tyre(s) within one test cycle Candidate tyre Ra 1 (R1 -T1-R2 ) T1 Ra = 1/2 (R1 + R2 ) 2 (R1 -T1-T2-R2 ) T1 Ra = 2/3 R1 + 1/3 R2 T2 Ra = 1/3 R1 + 2/3 R2 3 (R1 -T1-T2-T3-R2 ) T1 Ra = 3/4 R1 + 1/4 R2 T2 Ra = 1/2 (R1 + R2 ) T3 Ra = 1/4 R1 + 3/4 R2

4.2.8.4 Calculation of the average peak braking force coefficient (μpeak,ave )

The average value of the peak braking force coefficients (μpeak,ave ) is calculated according to table 4 whereby Ta (a = 1, 2 or 3) is the average of the peak braking force coefficients measured for one candidate tyre within one test cycle.







Table 4 Test tyre μpeak,ave Reference tyre μpeak,ave(R) = Ra as per Table 3 Candidate tyre μpeak,ave (T) = Ta

4.2.8.5 Calculation of the wet grip index of the candidate tyre

The wet grip index of the candidate tyre (G(T)) is calculated as follows:

where:

— t is the measured wet surface temperature in degree Celsius when the candidate tyre ( T ) is tested

— t 0 is the wet surface reference temperature condition

— t 0 = 20 °C for normal tyres t 0 = 10 °C for snow tyres

— μ peak,ave (R 0 ) = 0,85 is the peak braking force coefficient for the reference tyre in the reference conditions

— a = – 0,4232 and b = - 8,297 for normal tyres, a = 0,7721 and b = 31,18 for snow tyres.









Appendix A

Test reports examples of wet grip index

EXAMPLE 1: Test report of wet grip index using trailer method







Test report number: Test date: Type of road surface: Texture depth (mm): μ peak (SRTT14″ E 1136): BPN: Speed (km/h): Water depth (mm):







No 1 2 3 4 5 6 7 8 9 10 Size Service description Tyre identification Rim Pattern Load (N) Pressure (kPa) μpeak 1 2 3 4 5 6 7 8 Average Standard deviation σ (σ/average) ≤ 5 % Ra, Adjusted Wet grip index Surface temp. (°C) Ambient temp. (°C) Remarks

EXAMPLE 2: Test report of wet grip index using passenger car method







Driver: Test date: Track: Passenger Car: Initial speed (km/h): Texture depth (mm): Brand: Final speed (km/h): BPN: Model: Water depth (mm): Type







No 1 2 3 4 5 Brand Uniroyal TYRE B TYRE C TYRE D Uniroyal Pattern ASTM F 2493 SRTT16″ PATTERN B PATTERN C PATTERN D ASTM F 2493 SRTT16″ Size P225/60R16 SIZE B SIZE C SIZE D P225/60R16 Service description 97S LI/SS LI/SS LI/SS 97S Tyre identification XXXXXXXXX YYYYYYYYY ZZZZZZZZZ NNNNNNNNN XXXXXXXXX Rim Front axle pressure (kPa) Rear axle pressure (kPa) Front axle load (N) Wet surface temp (°C) Ambient temp (°C) Braking distance (m) Average deceleration (m/s2) Braking distance (m) Average deceleration (m/s2) Braking distance (m) Average deceleration (m/s2) Braking distance (m) Average deceleration (m/s2) Braking distance (m) Average deceleration (m/s2) Measurement 1 2 3 4 5 6 7 8 9 10 Average AD (m/s2) Standard deviation (m/s2) Validation of results Coeff. of variation (%) < 3 % Adjusted average AD of ref. tyre: R a (m/s2) BFC(R) reference tyre (SRTT16″) BFC(T) candidate tyre Wet grip index (%)