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)
Date: 1998-01-27
Institutions: European Commission
Subjects: Community certification, commercial vehicle, marketing standard, motor vehicle, safety device, technical standard

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I

(Acts  whose  publication  is  obligatory)

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,

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.

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

(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.

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 
the  quality  and  performance  of
replacement brake linings on the market by means of this
Directive;

regulating 

the 

recognition  of 

separate  Directives 

Whereas 
equivalence  between
international  regulations,  in  particular  regulations  of  the
Economic Commission for Europe of the United Nations,
and 
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;

is 

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

the  provisions  of 

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

this  Directive  are 

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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
‘Council  Directive

1970’  shall  be  replaced  by 
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

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 
asbestos.

linings  shall  not  contain

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.

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

Article  3

2. With  effect  from  1  October  1999  Member  States

—  shall  no  longer  grant  EC  type-approval,

and

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.

—  may  refuse  to  grant  national  type-approval

2. When  the  Member  States  adopt  these  provisions,
these  shall  contain  a  reference  to  this  Directive  or  be

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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.

Article  5

This  Directive  is  addressed  to  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.

Done  at  Brussels,  27  January  1998.

For  the  Commission

Martin BANGEMANN

Member  of  the  Commission

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LIST  OF  ANNEXES

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  ............

Annex  II

Braking  tests  and  performance  of  braking  systems  ...................................................................................

Appendix: 

Distribution  of  braking  effort  among  vehicle  axles

Page

6

17

Annex  III

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

41

Appendix: 

Example  of  a  simulator

Annex  IV

Energy  reservoirs  and  sources  of  energy  ....................................................................................................

45

A:  Compressed-air  braking  systems

B:  Vacuum  braking  systems

C:  Hydraulic  braking  systems  with  stored  energy

Annex  V

Spring  brakes  ...............................................................................................................................................

Annex  VI

Parking  braking  by  mechanical  locking  of  the  brake  cylinders  (lock  actuators)  ......................................

Annex  VII

Cases  in  which  Type  I  and/or  II  or  IIA  or  Type  III  tests  do  not  have  to  be  carried  out  on  a  vehicle
submitted  for  type-approval  .......................................................................................................................

Appendix  1: 

Alternative  procedures  for  Type  I  and  Type  III  tests  for  trailer  brakes

Appendix  2:  Model  reference  axle  test  report  form

51

53

54

Annex  VIII

Conditions  governing  the  testing  of  vehicles  with  inertia  (overrun)  braking  systems  ..............................

64

Appendix  1: 

Explanatory diagrams

Appendix  2: 

Test  report  on  the  control  device

Appendix  3: 

Test  report  on  the  brake

Appendix  4: 

Test  report  on  the  compatibility  of  the  control  device,  the  transmission  and  the
brakes

Annex  IX

Type-approval  documentation  ....................................................................................................................

82

Appendix  1: 

Type-approval certificate

Appendix  2: 

Test  report

Appendix  3: 

List  of  vehicle  data  for  the  purpose  of  approvals  pursuant  to  Annex  XV

Annex  X

Test  conditions  for  vehicles  with  anti-lock  braking  systems  .....................................................................

90

Appendix  1: 

Symbols  and  definitions

Appendix  2: 

Utilisation  of  adhesion

Appendix  3: 

Performance  on  differing  adhesion  surfaces

Appendix  4:  Method  of  selection  of  the  low-adhesion  surface

Annex  XI

Test  conditions  for  trailers  with  electrical  braking  systems  ......................................................................

107

Appendix: 

Compatibility diagram

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Annex  XII

Inertia  dynamometer  test  method  for  brake  linings  ..................................................................................

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Page

110

Annex  XIII

Braking  and  deviation  test  for  vehicles  with  temporary-use  spare  wheels/tyres  .......................................

113

Annex  XIV

Alternative  procedure  for  testing  trailer  anti-lock  braking  systems  ...........................................................

114

Appendix  1: 

Trailer  anti-lock  braking  system  approval  report

Appendix  2: 

Symbols  and  definitions

Annex  XV

Type-approval  of  replacement  brake  lining  assemblies  as  separate  technical  units  ..................................

123

Appendix  1: 

Arrangements  of  the  approval  mark  and  approval  data

Appendix  2: 

Requirements for replacement brake lining assemblies for vehicles of categories M1, M2
and  N1

Appendix  3: 

Requirements for replacement brake lining assemblies for vehicles of categories O1  and
O2

Appendix  4: 

Determination  of  friction  behaviour  by  machine  testing

Annex  XVI

EC  type-approval  certificate  (separate  technical  units)  ..............................................................................

137

Annex  XVII

Information  document  for  replacement  brake  lining  assemblies  ...............................................................

139

Annex  XVIII

Information  document  for  motor  vehicles  .................................................................................................

140

Annex  XIX

Information  document  for  trailers  ..............................................................................................................

144

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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

ANNEX  I

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. 

I n   t h e   c a s e   o f   m o t o r   v e h i c l e s

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. 

I n   t h e   c a s e   o f   t r a i l e r s

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.

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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. 

‘Diffent  types  of  braking  equipment’

means  equipment  which  differs  in  such  essential  respects  as:

1.7.1. 

components  having  different  characteristics

1.7.2. 

a  component  made  of  materials  having  different  characteristics  or  a  component  different  in  shape  or  size

1.7.3. 

a  different  assembly  of  the  components.

1.8. 

‘Braking  system  component’

means  one  of  the  individual  parts  which,  when  assembled,  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. 

1.9.3. 

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)

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. 

1.10.3. 

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)

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.

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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. 

‘ T h e   d i s t r i b u t i o n   o f   m a s s   a m o n g   t h e   a x l e s

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. 

‘ W h e e l / a x l e   l o a d ’

means  the  vertical  static  reaction  (force)  of  the  road  surface  in  the  contact  area  on  the  wheel/wheels  of  the  axle

1.14.3. 

‘ M a x i m u m   s t a t i o n a r y   w h e e l / a x l e   l o a d ’

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. 

‘ S e m i - t r a i l e r ’

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. 

‘ F u l l   t r a i l e r ’

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. 

‘ C e n t r e - a x l e   t r a i l e r ’

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)  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.

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1.17.1. 

‘ I n d e p e n d e n t   r e t a r d e r ’

means  a  retarder  whose  control  device  is  separate  from  that  of  the  service  and  other  braking  systems

1.17.2. 

‘ I n t e g r a t e d   r e t a r d e r ’ ( 1 )

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. 

‘ C o m b i n e d   r e t a r d e r ’

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. 

B r a k i n g   e q u i p m e n t

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. 

F u n c t i o n s   o f   t h e   b r a k i n g   e q u i p m e n t

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.

(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, 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.

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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. 

P n e u m a t i c   c o n n e c t i o n s   b e t w e e n   m o t o r   v e h i c l e s   a n d   t r a i l e r s

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. 

V e h i c l e s   o f   c a t e g o r i e s   M   a n d   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.

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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.

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2.2.1.10. 

The  service  braking  system  and  the  parking  braking  system  shall  act  on  braking  surfaces  permanently  connected  to  the
wheels through components of adequate strength. It shall not be possible to disconnect a braking surface from the wheels;
however,  in  the  case  of  the  service  braking  system  and  secondary  braking  system,  such  disconnection  of  the  braking
surfaces  shall  be  permitted  provided  that  it  is  only  momentary,  for  instance  during  a  change  of  gear,  and  that  both  the
service braking system and the secondary braking system continue to operate 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 (1).

2.2.1.11. 

Wear of the brakes shall be easily compensated by means of a system of manual or automatic adjustment. In addition, the
control  and  the  components  of  the  transmission  and  of  the  brakes  shall  possess  a  reserve  of  travel  and,  if  necessary,
suitable  means  of  compensation  such  that,  when  the  brakes  become  heated  or  when  the  brake  linings  have  reached  a
certain  degree  of  wear,  effective  braking  shall  be  ensured  without  immediate  adjustment  being  necessary.

2.2.1.11.1.  Wear adjustment shall be automatic for the service brakes. However, the fitting of automatic adjustment devices shall be
optional for off-road vehicles of categories 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.

(1)  This  point  must  be  interpreted  in  the  following  way:  the  performance  of  the  service  and  secondary  braking  systems  must  remain  within  the  limits

prescribed  in  the  Directive,  even  during  momentary  disconnection.

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2.2.1.13.1.  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 (1).

2.2.1.16. 

The auxiliary equipment shall be supplied with energy in such a way that during its operation the prescribed performance
values  can  be  reached  and  that  even  in  the  event  of  damage  to  the  source  of  energy,  the  operation  of  the  auxiliary
equipment  cannot  cause  the  reserves  of  energy  feeding  the  braking  systems  to  fall  below  the  level  indicated  in  point
2.2.1.13.

2.2.1.17. 

Where  a  trailer  belongs  to  category  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.

(1)  This point is to be interpreted in the following way: it is essential, in all cases, that the service braking system should be fitted with a device (for instance
a limiting valve) ensuring that the vehicle can still be braked by the service braking system, but with a performance prescribed for the secondary braking
system.

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2.2.1.19. 

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. 

V e h i c l e s   o f   c a t e g o r y   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.

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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.

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2.2.2.15. 

2.2.2.15.1 

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.

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. 

3.1. 

3.2. 

3.3. 

4. 

4.1. 

4.2. 

4.3. 

5. 

5.1. 

6. 

6.1. 

APPLICATION  FOR  EC  TYPE-APPROVAL

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.

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.

A  vehicle  representative  of  the  vehicle-type  to  be  approved  shall  be  submitted  to  the  technical  service  responsible  for
conducting  the  approval  tests.

GRANTING  OF  EC  TYPE-APPROVAL

If the relevant documents are complied with, EC type-approval pursuant to Article 3(4) of Directive 70/156/EEC shall be
granted.

A  model  for  the  type-approval  certificate  is  given  in  Annex  IX,  Appendix  1.

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.

MODIFICATIONS  OF  THE  TYPE  AND  AMENDMENTS  TO  APPROVALS

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.

CONFORMITY  OF  PRODUCTION

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.

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ANNEX  II

Braking  Tests  and  performance  of  braking  systems

1. 

BRAKING  TESTS

1.1. 

General

1.1.1. 

1.1.2. 

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.

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  = 

vb

2
2  —  ve
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  6  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  6  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. 

B e h a v i o u r   o f   t h e   v e h i c l e   d u r i n g   b r a k i n g

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.

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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. 

G e n e r a l

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. 

1.2.1.2.2. 

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).

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. 

T y p e   O   t e s t   w i t h   e n g i n e   d i s c o n n e c t e d

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. 

T y p e   0   t e s t   w i t h   e n g i n e   c o n n e c t e d

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. 

T y p e   0   t e s t   f o r   v e h i c l e   o f   c a t e g o r y   O   e q u i p p e d   w i t h   c o m p r e s s e d - a i r   b r a k e s

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.

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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

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

TM
PM

zR  =  zR + M  + 

D
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)  × 

(PM  +  PR)
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. 

W i t h   r e p e a t e d   b r a k i n g

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:

Category  of  vehicle

M1

M2

M3

N1

N2

N3

V1
km/h

80 %  Vmax
# 120

80 %  Vmax
# 100

80 %  Vmax
# 60

80 %  Vmax
# 120

80 %  Vmax
# 60

80 %  Vmax
# 60

Conditions

V2
km/h

½  V1

½  V1

½  V1

½  V1

½  V1

½  V1

∆t
(s)

45

55

60

55

60

60

n

15

15

20

15

20

20

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where:

V1 

V2 

=  refer  to  point  1.1.2

=  speed  at  end  of  braking

Vmax 

=  maximum  speed  of  the  vehicle

n 

∆t 

=  number  of  times  brakes  applied

=  duration of a braking cycle (time elapsing between the initiation of one brake application and the initiation of

the  next).

1.3.1.2. 

If the characteristics of the vehicle do not allow for the period of time prescribed for ∆t, the duration may be increased; in
any  event,  in  addition  to  the  time  necessary  for  braking  and  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. 

W i t h   c o n t i n u o u s   b r a k i n g

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:

Speed
(km/h)

40
30
20
15

Distance
(metres)

1 700
1 950
2 500
3 100

1.3.3. 

H o t   p e r f o r m a n c e

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.

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1.4. 

Type  II  test  (downhill  behaviour  test)

1.4.1. 

1.4.2. 

1.4.3. 

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.

For  vehicles  in  which  the  energy  is  absorbed  by  the  braking  action  of  the  engine  alone,  a  tolerance  of  6  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.

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  + 

1,33  v2
130

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

category  N3:

s  =  0,15  v  + 

1,33  v2
115

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

1.5. 

Type  IIA  test

1.5.1. 

1.5.2. 

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.

For  vehicles  in  which  the  energy  is  absorbed  by  the  braking  action  of  the  engine  alone,  a  tolerance  of  6  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:

Number  of  brake  applications:

Duration  of  braking  cycle:

Initial  speed  at  the  beginning  of  braking:

20

60  s

60  km/h

Braking applications:

corresponding  to  a  trailer  deceleration  of  3  m/s2

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

zR  =  (zR + M  —  R)  × 

(PM  +  PR)
PR

+  R

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18.3.98

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

˛

v2  =  v1

4)
PM  +  P1  + (P2

PM  +  P1  +  P2

where:

ZR 

ZR+M 

R 

PM 

PR 

P1 

P2 

v1 

v2 

=  braking  rate  of  the  trailer

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

=  rolling  resistance  value  =  0,01

= 

= 

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

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

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

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

= 

= 

initial  speed  (km/h)

final  speed  (km/h)

1.6.2. 

H o t   p e r f o r m a n c e

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. 

PERFORMACE  OF  BRAKING  SYSTEMS

2.1. 

Vehicles  of  categories  M  and  N

2.1.1. 

S e r v i c e   b r a k i n g   s y s t e m s

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:

Type  of  test

M1
0-I

M2
0-I

M3
0-I-II/IIA

N1
0-I

N2
0-I

N3
0-I-II/IIA

Type  0
test  with

engine
connected

prescribed
speed

s #

dm $

Type  0
test  with

v = 80 %  vmax
but  #:

80  km/h

60  km/h

60  km/h

80  km/h

60  km/h

60  km/h

0,1  v  + 

v2
150

5,8  ms-2

0,15  v  + 

v2
130

5  ms-2

160  km/h

100  km/h

90  km/h

120  km/h

100  km/h

90  km/h

engine
disconnected

s #

dm $

F #

0,1  v  + 

v2
130

5  m/s-2

500  N

0,15  v  + 

v2
103,5

4  m/s-2

700  N

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where:

v 

s 

dm 

F 

= 

test  speed  in  km/h

=  stopping  distance  in  m

=  mean  fully  developed  deceleration  at  normal  engine  speed

= 

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  × 

PM
PM  +  PR

where

dM+R 

dM 

PM 

PR 

=  calculated  mean  fully  developed  deceleration  of  the  motor  vehicle  when  coupled  to  an  unbraked  trailer  in

m/s2

=  maximum mean fully developed deceleration of the motor vehicle alone achieved during the Type 0 test with

engine  disconnected  in  m/s2

=  mass  of  the  motor  vehicle,  laden  (and  unladen  in  the  case  of  M1

=  maximum  mass  of  an  unbraked  trailer  which  may  be  coupled,  as  declared  by  the  motor  vehicle

manufacturer.

2.1.2. 

S e c o n d a r y   b r a k i n g   s y s t e m s

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  + 

2  v2
150

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

category  M2,  M3:

s  =  0,15  v  + 

2  v2
130

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

category  N:

s  =  0,15  v  + 

2  v2
115

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

2.1.2.2. 

2.1.2.3. 

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.

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.

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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:

M1  =  80  km/h

N1  =  70  km/h

M2  =  60  km/h

N2  =  50  km/H

M3  =  60  km/h

N3  =  40  km/h.

2.1.2.5. 

The  secondary  braking  effectiveness  test  shall  be  conducted  by  simulating  the  actual  failure  conditions  in  the  service
braking  system.

2.1.3. 

P a r k i n g   b r a k i n g   s y s t e m s

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. 

R e s i d u a l   s e r v i c e   b r a k i n g   p e r f o r m a n c e   a f t e r   t r a n s m i s s i o n   f a i l u r e

2.1.4.1. 

The  residual  performance  of  the  service  braking  system,  in  the  event  of  failure  in  a  part  of  its  transmission,  shall  give  a
stopping distance not exceeding the following values and a mean fully developed deceleration not less than the following
values, using a control force not exceeding 700 N, when checked by the Type 0 test with the engine disconnected from the
following  initial  speeds  for  the  relevant  vehicle  category:

Stopping  distance  (m)  and  mean  fully  developed  deceleration  (m/s2)

Type

M1

M2

M3

N1

N2

N3

km/h

Laden

80

60

60

70

50

40

0,1  v  + 

100
30

× 

v2
150

0,15  v  + 

100
30

× 

v2
130

0,15  v  + 

100
30

× 

v2
130

0,15  v  + 

100
30

× 

v2
115

0,15  v  + 

100
30

× 

v2
115

0,15  v  + 

100
30

× 

v2
115

m/s2

1,7

1,5

1,5

1,3

1,3

1,3

Unladen

0,1  v  + 

100
25

× 

v2
150

0,15  v  + 

100
25

× 

v2
130

0,15  v  + 

100
30

× 

v2
130

0,15  v  + 

100
25

× 

v2
115

0,15  v  + 

100
25

× 

v2
115

0,15  v  + 

100
30

× 

v2
115

m/s2

1,5

1,3

1,5

1,1

1,1

1,3

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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. 

S e r v i c e   b r a k i n g   s y s t e m s

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:

Full  trailer,  laden  and  unladen

Semi-trailer,  laden  and  unladen

Centre-axle  trailer,  laden  and  unladen

50

45

50.

Where the trailer is fitted with a compressed-air braking system, the pressure in the control line shall not exceed 6,5 bar (1)
and  the  pressure  in  the  supply  line  shall  not  exceed  7,0  bar (1)  during  the  brake  test.  The  test  speed  is  60  km/h.

A  supplementary  test  at  40  km/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:

full  trailer,  laden  and  unladen

semi-trailer,  laden  and  unladen

centre-axle  trailer,  laden  and  unladen

50

45

50.

Where the trailer is fitted with a compressed air braking system, the pressure in the control line shall not exceed 6,5 bar (1)
and  the  pressure  in  the  supply  line  shall  not  exceed  7,0  bar (1)  during  the  brake  test.  The  test  speed  is  60  km/h.

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

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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. 

P a r k i n g   b r a k i n g   s y s t e m s

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. 

A u t o m a t i c   b r a k i n g   s y s t e m s

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

2.3.1. 

2.3.2. 

2.3.3. 

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:

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.

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.

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.

18.3.98

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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 

Pi 

Ni 

Ti 

fi 

J 

g 

z 

P 

h 

E 

k 

Kc 

Kv 

=  axle  index  (i  =  1,  front  axle;  i  =  2,  second  axle;  etc.)

=  normal  reaction  of  road  surface  on  axle  i  under  static  conditions

=  normal  reaction  of  road  surface  on  axle  i  under  braking

= 

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

=  Ti/Ni  adhesion  used  by  axle  i (1)

=  deceleration  of  vehicle

=  acceleration  due  to  gravity  g  =  10  m/s2

=  braking  rate  of  vehicle  =  J/g (2)

=  mass  of  vehicle

=  height  above  ground  of  centre  of  gravity  specified  by  the  manufacturer  and  agreed  by  the  technical  services

conducting  the  approval  test

=  wheelbase

= 

theoretical  coefficient  of  adhesion  between  tyre  and  road

=  correction  factor  —  semi-trailer  laden

=  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 

TR 

PR 

=  pressure  at  coupling  head  of  control  line

=  sum  of  braking  forces  at  periphery  of  all  wheels  of  trailer  or  semi-trailer

= 

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 

hR 

=  distance  between  king-pin  and  centre  of  axle  or  axles  of  semi-trailer

=  height  above  ground  of  centre  of  gravity  of  semi-trailer  specified  by  the  manufacturer  and  agreed  by  the

technical  services  conducting  the  approval  test.

(1)  Adhesion  curves  used  by  each  axle  means  curves  showing  the  adhesion  used  by  axle  I  plotted  against  the  vehicle  braking  rate  under  specified  load

conditions.

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

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3. 

REQUIREMENTS  FOR  MOTOR  VEHICLES

3.1. 

Two-axle vehicles

3.1.1. (1) 

For  all  categories  of  vehicles  for  k  values  between  0,2  and  0,8:

z  $  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 (2).

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. 

V e r i f i c a t i o n   o f   t h e   r e q u i r e m e n t s   o f   p o i n t   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:

f1 =

T1
N1

=

T1
h
P1 + z —
E

P × g

;

f2 =

T2
N2

=

T2
h
P2 − z —
E

.

P × g

(1)  The provisions of point 3.1.1 do not affect the requirements of Annex II relating to the braking efficiency. However, if, when verifying the provisions of
point 3.1.1 braking efficiencies are obtained which are higher than those prescribed in Annex II, the 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.

(2)  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.

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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. 

T o w i n g   v e h i c l e s   o t h e r   t h a n   t r a c t i v e   u n i t s   f o r   s e m i - t r a i l e r s

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

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

TM
PM

3.1.5. 

T r a c t i v e   u n i t s   f o r   s e m i - t r a i l e r s

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 =

hoPo + hsPs
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

and  the  pressure  pm  shall  be  within  the  areas  shown  in  diagram  3.

TM
PM

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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

TR
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

TR
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

TR
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

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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. 

7.1.1. 

7.2. 

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.

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.

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. 

7.2.3. 

7.2.4. 

7.3. 

7.4. 

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.

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.

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.

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.

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.

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Diagram 1A

Vehicles  of  category  M1  and  certain  vehicles  of  category  N1  from  1  October  1990

(see  point  3.1.1)

k (fi)

0,8

0,7

0,6

0,5

0,4

0,3

0,2

0,1

k =

(z + 0,07)
0,85

k = z

k = z + 0,05

0,0

0,1

0,2

0,3

0,4

0,45

0,5

0,6

0,7

0,8

z

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Diagram 1B

Motor  vehicles  (other  than  those  of  categories  M1  and  N1  and  full  trailers

(see  point  3.1.1)

k (fi)

0,8

0,7

0,6

0,5

0,4

0,3

0,2

0,1

k =

(z – 0,02)
0,74

k =

(z + 0,07)
0,85

k = z + 0,08

k = z

k = z – 0,08

0,0

0,1

0,2

0,3

0,4

0,5

0,6

0,7

0,8

0,15

z

NB:

The  lower  limit  of  the  corridor  is  not  applicable  for  the  adhesion  utilisation  of  the  rear  axle.

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Diagram 1C

Vehicles  of  category  N1  (with  certain  exceptions  from  1  October  1990)

(see  point  3.1.1)

k (fi)

0,8

0,7

0,6

0,5

0,4

0,3

0,2

0,1

k =

(z – 0,21)
0,50

k =

(z + 0,07)
0,85

k = z + 0,08

k = z

k = z – 0,08

0,0

0,1

0,2

0,3

0,4

0,5

0,6

0,7

0,8

0,15

z

NB:

The  lower  limit  of  the  corridor  is  not  applicable  for  the  adhesion  utilisation  of  the  rear  axle

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Diagram 2

Towing  vehicles  and  trailers

(see  points  3.1.4  and  5)

TR , TM
PR × PM

0,8

0,7

0,65

0,6

0,575

laden

unladen

0,5

0,4

0,3

0,2

0,1

0,0

NB:

0,40

0,35

0,2

1

2

3

4

5

4,5

5,5

6

7

7,5

8

pm (bar)

1.

It  is  understood  that,  between  the  values

or

TM

PM

TR

PR

= 0  and

TM

PM

= 0,1

= 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.

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Diagram 3

Tractive  units  for  semi-trailers

(see  point  3.1.5)

TM
PM

0,8

0,7

0,6

0,575

laden

unladen

0,5

0,35

0,2

1

2

3

4

5

4,5

6

7

6,5

7,5

8

pm (bar)

0,5

0,4

0,3

0,2

0,1

0,0

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.

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Diagram 4A

Semi-trailers

(see  point  4)

TR
PR

0,8

0,7

0,6

0,5

0,4

0,65

0,45

0,41

0,3

0,29

0,2

0,1

0,0

NB:

0,2

1

2

3

4

5

4,5

6

7

7,5

8

pm (bar)

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.

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Diagram 4B

(see  point  4)

m
8
,
1

m
0
,
2

m
0
,
9

m
0
,
8

m
0
,
7

m
0
,
6

m
0
,
5

R
E

4
,
1

6
,
0

2
,
1

6
,
1

4
,
1

2
,
1

0
,
1

P

R
P

4
0
,
1

=
C
K

4
,
1

m
8
,
2

2
,
1

4
,
2

0
,
1

0
,
2

8
,
0

6
,
1

C
K

R
h

0
,
1

8
,
0

6
,
0

4
,
0

2
,
0

R
P

x
a
m
R
P

0
,
1

8
,
0

6
,
0

4
,
0

2
,
0

4
,
0

8
,
0

2
,
0

4
,
0

C
K

R
h

3
1
,
0

=
2
K

9
7
,
1

=
1
K

0
,
0

4
,
0

8
,
0

2
,
1

6
,
1

0
,
2

4
,
2

 
 
 
 
 
 
 
 
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Explanatory  note  on  the  use  of  diagram  4B

1. 

Formula  from  which  diagram  4B  is  derived  is:

K  = [1,7  −

0,7  PR

PRmax][1,35  −

0,96

ER (1,0  +  (hR  −  1,2)

g  ×  P

PR )] − [1,0 −

PR

2,5 ]
PRmax][hR  −  1,0

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:

P

PR

PRmax

hR

ER

Laden

Unladen

24  tonnes

15  tonnes

15  tonnes

1,8  m

6,0  m

4,2  tonnes

3  tonnes

15  tonnes

1,4  m

6,0  m

In  the  following  items  the  figures  in  parenthesis  relate  only  to  the  vehicle  being  used  for  the  purpose  if  illustrating  the
method  of  use  of  Diagram  4B.

2.2. 

Calculate  the  ratios:

PR]
(a) [ P
PR]
(b) [ P
PRmax]
(c) [ PR

laden

(=  1,6)

unladen

(=  1,4)

unladen

(=  0,2)

2.3. 

Determination  of  the  laden  factor  Kc:

(a) Start  at  appropriate  hR  (hR  =  1,8  m).

(b) Move  horizontally  to  the  appropriate  gP/PR  line  (gP/PR  =  1,6).

(c) Move  vertically  to  appropriate  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. 

D e t e r m i n a t i o n   o f   t h e   f a c t o r   K 2

(a) Start  at  appropriate  hR  (hR  =  1,4  m).

(b) Move  horizontally  to  appropriatePR/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).

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2.4.2. 

D e t e r m i n a t i o n   o f   f a c t o r   K 1

(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. 

D e t e r m i n a t i o n   o f   f a c t o r   K v

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)

Vehicle
loading

Laden

Axle No 2
Load at the ground
(daN)

Inlet pressure
(bar)

Nominal 
outlet pressure
(bar)

10 000

6

6

Unladen

1 500

6

2,4

Control data

F

L

F = 100 mm
L = 150 mm

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

ANNEX  III

1. 

GENERAL  REQUIREMENTS

1.1. 

1.2. 

1.3. 

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.

During  the  tests,  the  stroke  of  the  brake  cylinders  of  the  individual  axles  shall  be  that  corresponding  to  the  most  closely
adjusted  brakes.

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. 

2.2. 

2.3. 

2.4. 

2.5. 

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.

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.

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.

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.

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  6  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:

x  (%)

t  (seconds)

10
75

0,2
0,4

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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. 

3.1. 

3.2. 

3.3. 

3.3.1. 

TRAILERS  (including  semi-trailers)

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.

The  pressure  in  the  supply  line  shall  be  6,5  bar.

The  simulator  shall  have  the  following  features:

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 6  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  6  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  6  0,01  seconds.  If  a  reservoir  of  1 155  6  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  6  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. 

4. 

4.1. 

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.

PRESSURE  TEST  CONNECTIONS

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  which  is  the  least  favourably  placed  as  far  as  reaction  time  is  concerned.

4.2. 

The  pressure  test  connections  shall  comply  with  clause  4  of  ISO  standard  3583-1984.

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Appendix

EXAMPLE  OF  A  SIMULATOR

(see  Annex  III,  point  3)

1. 

Setting  the  simulator

0,65 bar

bar

To the electric chronometer

2. 

Testing  the  trailer  braking  system  via  the  simulator

TRAILER UNDER TEST

0,65 bar

bar

To the electric chronometer

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A

C1

C2

CF

L

M

O

PP

R1

R2

R3

RA

TA

TC

V

=  supply  connection  with  shut-off  valve

=  pressure  switch  in  the  simulator,  set  at  0,65  bar  and  at  4,9  bar

=  pressure switch to be connected to the brake actuator of the trailer, to operate at 75 % of the asymptotic

pressure  in  the  brake  actuator  CF

=  brake  actuator

= 

line  from  orifice  O  up  to  and  including  its  coupling  head  TC,  having  an  inner  volume  of  385  ±  5  cm3
under  pressure  of  6,5  bar

=  pressure  gauge

=  orifice  with  a  diameter  of  not  less  than  4 mm  and  not  more  than  4,3 mm

=  pressure  test  connection

=  30  litre  air  reservoir  with  drain  valve

=  calibrating  reservoir,  including  its  coupling  head  TC,  to  be  385  ±  5  cm3

=  calibrating  reservoir,  including  its  coupling  head  TC,  to  be  1 155  ±  15  cm3

=  shut-off  valve

=  coupling  head,  supply  line

=  coupling  head,  control  line

=  braking  system  control

VRU =  emergency relay valve

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ANNEX  IV

Energy  reservoirs  and  sources  of  energy

A. 

1. 

Compressed-air  braking  systems

CAPACITY  OF  RESERVOIRS

1.1. 

General  requirements

1.1.1. 

1.1.2. 

Vehicles on which the operation of the braking system depends on the use of compressed-air shall be fitted with reservoirs
of  a  capacity  meeting  the  requirements  of  points  1.2  and  1.3.

However,  the  reservoirs  shall  not  be  required  to  be  of  a  prescribed  capacity  if  the  braking  system  is  such  that  in  the
absence  of  any  energy  reserve  it  is  possible  to  achieve  a  braking  performance  at  least  equal  to  that  prescribed  for  the
secondary  braking  system.

1.1.3. 

When  verifying  compliance  with  the  requirements  of  points  1.2  and  1.3  the  brakes  shall  be  adjusted  as  closely  as
possible.

1.2. 

Motor  vehicles

1.2.1. 

The air brake reservoirs of motor vehicles shall be so designed that after eight full-stroke actuations of the service braking
system control, the pressure remaining in the air brake reservoir shall be not less than the pressure required to obtain the
specified  secondary  braking  performance.

1.2.2. 

During  the  test,  the  following  requirements  shall  be  satisfied:

1.2.2.1. 

The  initial  pressure  in  the  reservoirs  shall  be  that  indicated  by  the  manufacturer (1).  This  pressure  shall  be  such  as  to
enable  the  prescribed  performance  for  the  service  braking  system  to  be  achieved.

1.2.2.2. 

The reservoir or reservoirs shall not be replenished; in addition, the reservoir or reservoirs of auxiliary equipment shall be
isolated.

1.2.2.3. 

In  the  case  of  motor  vehicles  authorised  to  tow  a  trailer,  the  supply  line  shall  be  blocked  off  and  a  reservoir  of  0,5  litre
capacity  shall  be  connected  to  the  control  line.  The  pressure  in  this  reservoir  shall  be  exhausted  before  each  actuation  of
the  brakes.  After  the  test  referred  to  in  point  1.2.1  the  pressure  in  the  control  line  shall  not  be  less  than  one  half  of  the
pressure  obtained  at  the  first  brake  application.

1.3. 

Trailers  (including  semi-trailers)

1.3.1. 

Reservoirs  fitted  to  trailers  shall  be  such  that  after  eight  full-stroke  actuations  of  the  towing  vehicle’s  service  braking
system, the pressure supplied to the operating parts using it does not fall below a level equivalent to one-half of the figure
obtained  at  the  first  brake  application  and  without  actuating  either  the  automatic  or  the  parking  braking  system  of  the
trailer.

1.3.2. 

During  the  test,  the  following  requirements  shall  be  satisfied:

1.3.2.1. 

The  pressure  in  the  reservoirs  at  the  beginning  of  the  test  shall  be  8,5  bar.

1.3.2.2. 

The  supply  line  shall  be  blocked  off;  in  addition,  the  auxiliary  equipment  reservoirs  shall  be  isolated.

1.3.2.3. 

The  reservoir  shall  not  be  replenished  during  the  test.

1.3.2.4. 

For  each  brake  application,  the  pressure  in  the  control  line  shall  be  7,5  bar.

(1)  The  initial  energy  level  shall  be  stated  in  the  information  document.

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2. 

CAPACITY  OF  ENERGY  SOURCES

2.1. 

General provisions

Compressors  shall  satisfy  the  requirements  laid  down  in  the  following  points:

2.2. 

Definitions

2.2.1. 

p1  the  pressure  corresponding  to  65 %  of  the  pressure  p2  defined  in  point  2.2.2.

2.2.2. 

p2  is  the  value  specified  by  the  manufacturer  and  referred  to  in  point  1.2.2.1.

2.2.3. 

T1  is the time required for the relative pressure to rise from 0 to p1; T2  is the time required for the relative pressure to rise
from  0  to  p2.

2.3. 

Conditions  of  measurement

2.3.1. 

In all cases the speed of the compressor shall be that obtained when the engine is running at the speed corresponding to its
maximum  power  or  at  the  speed  allowed  by  the  governor.

2.3.2. 

The  auxiliary  equipment  reservoirs  shall  be  isolated  during  the  tests  for  determining  the  periods  T1  and  T2.

2.3.3. 

On  motor  vehicles  constructed  to  tow  trailers,  the  trailer  shall  be  represented  by  a  reservoir  whose  maximum  relative
pressure  p  (expressed  in  bars)  is  that  which  can  be  supplied  through  the  feed  circuit  of  the  towing  vehicle  and  whose
volume V (expressed in litres) is given by the formula p × V = 20 R (R being the permissible maximum load, expressed in
metric  tonnes,  on  the  axles  of  the  trailer  or  semi-trailer).

2.4 

Interpretation  of  results

2.4.1. 

The  time  T1  for  the  least  efficient  reservoir  shall  not  exceed:

—  three  minutes  in  the  case  of  vehicles  to  which  the  coupling  of  a  trailer  or  semi-trailer  is  not  authorised

—  six  minutes  in  the  case  of  vehicles  to  which  the  coupling  of  a  trailer  or  semi-trailer  is  authorised.

2.4.2. 

The  time  T2  for  the  least  efficient  reservoir  shall  not  exceed:

—  six  minutes  in  the  case  of  vehicles  to  which  the  coupling  of  a  trailer  or  semi-trailer  is  not  authorised

—  nine  minutes  in  the  case  of  vehicles  to  which  the  coupling  of  a  trailer  or  semi-trailer  is  authorised.

2.5. 

Additional  test

2.5.1. 

When the vehicle is equipped with an auxiliary equipment reservoir or reservoirs with a total capacity exceeding 20 % of
the total capacity of the brake reservoirs, an additional test shall be carried out during the course of which there shall be
no  interference  with  the  functioning  of  the  valves  controlling  the  filling  of  the  auxiliary  equipment  reservoir(s).  A  check
shall be made during the course of this test that the period T3  required to bring about a rise in the pressure in the brake
reservoirs  from  0  to  p2  is  less  than:

—  eight  minutes  in  the  case  of  vehicles  to  which  the  coupling  of  a  trailer  or  semi-trailer  is  not  authorised

—  eleven  minutes  in  the  case  of  vehicles  to  which  the  coupling  of  a  trailer  or  semi-trailer  is  authorised.

2.5.2. 

The  test  shall  be  performed  in  the  conditions  prescribed  in  points  2.3.1  and  2.3.3.

2.6 

Towing vehicles

2.6.1. 

Vehicles  to  which  the  coupling  of  a  category  O  vehicle  is  authorised  shall  also  comply  with  the  above  requirements  for
vehicles not so authorised. In that case, the tests in points 2.4.1, 2.4.2 (and 2.5.1) will be conducted without the reservoir
mentioned  in  item  2.3.3  of  this  Annex.

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3. 

3.1. 

PRESSURE  TEST  CONNECTIONS

A  pressure  test  connection  shall  be  fitted  at  the  closest  readily  accessible  position  to  the  least-favourably  placed  reservoir
within  the  meaning  of  point  2.4  of  this  Annex.

3.2. 

The  pressure  test  connections  shall  comply  with  clause  4  of  ISO  standard  3583-1984.

B. 

1. 

Vacuum  braking  systems

CAPACITY  OF  RESERVOIRS

1.1. 

General

1.1.1. 

1.1.2. 

Vehicles on which the operation of the braking system requires the use of a vacuum shall be equipped with reservoirs of a
capacity  meeting  the  requirements  of  points  1.2  and  1.3  below.

However,  the  reservoirs  shall  not  be  required  to  be  of  a  prescribed  capacity  if  the  braking  system  is  such  that  in  the
absence  of  any  energy  reserve  it  is  possible  to  achieve  a  braking  performance  at  least  equal  to  that  prescribed  for  the
secondary  braking  system.

1.1.3. 

In  verifying  compliance  with  the  requirements  of  points  1.2  and  1.3  below,  the  brakes  shall  be  adjusted  as  closely  as
possible.

1.2. 

Motor  vehicles

1.2.1. 

The  reservoirs  of  motor  vehicles  shall  be  such  that  it  is  still  possible  to  achieve  the  performance  prescribed  for  the
secondary  braking  system

1.2.1.1. 

after  eight  full-stroke  actuations  of  the  service  braking  system  control  where  the  energy  source  is  a  vacuum  pump;  and

1.2.1.2. 

after  four  full-stroke  actuations  of  the  service  braking  system  control  where  the  energy  source  is  the  engine.

1.2.2. 

Testing  shall  be  performed  in  conformity  with  the  following  requirements:

1.2.2.1. 

The  initial  energy  level  in  the  reservoir(s)  shall  be  that  specified  by  the  manufacturer.  It  shall  be  such  as  to  enable  the
prescribed  service-braking  performance  to  be  achieved  and  shall  correspond  to  a  vacuum  not  exceeding  90 %  of  the
maximum  vacuum  furnished  by  the  energy  source (1);

1.2.2.2. 

The  reservoir(s)  shall  not  be  fed;  in  addition,  any  reservoir(s)  for  auxiliary  equipment  shall  be  isolated.

1.2.2.3. 

In  the  case  of  motor  vehicles  authorised  to  tow  a  trailer,  the  supply  line  shall  be  blocked  off  and  a  reservoir  of  0,5  litre
capacity  shall  be  connected  to  the  control  line.  After  the  test  referred  to  in  point  1.2.1,  the  vacuum  level  provided  at  the
control  line  shall  not  have  fallen  below  a  level  equivalent  to  one-half  of  the  figure  obtained  at  the  first  brake
application.

1.3. 

Trailers (category  O1  and  O2  only)

1.3.1. 

The reservoir(s) with which trailers are equipped shall be such that the vacuum level provided at the user points shall not
have fallen below a level equivalent to one-half of the value obtained at the first brake application after a test comprising
four  full-stroke  actuations  of  the  trailer’s  service  braking  system.

1.3.2. 

Testing  shall  be  performed  in  conformity  with  the  following  requirements:

(2)  The  initial  energy  level  shall  be  stated  in  the  information  document.

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1.3.2.1. 

The  initial  energy  level  in  the  reservoir(s)  shall  be  that  specified  by  the  manufacturer.  It  shall  be  such  as  to  enable  the
prescribed  service  braking  performance  to  be  achieved (1).

1.3.2.2. 

The  reservoir(s)  shall  not  be  fed;  in  addition,  any  reservoir(s)  for  auxiliary  equipment  shall  be  isolated.

2. 

CAPACITY  OF  ENERGY  SOURCES

2.1. 

General

2.1.1. 

Starting from the ambient atmospheric pressure, the energy source shall be capable of achieving in the reservoir(s) in three
minutes,  the  initial  level  specified  in  point  1.2.2.1.  In  the  case  of  a  motor  vehicle  to  which  the  coupling  of  a  trailer  is
authorised,  the  time  taken  to  achieve  that  level  in  the  conditions  specified  in  point  2.2  shall  not  exceed  six  minutes.

2.2. 

Conditions  of  measurement

2.2.1. 

The  speed  of  the  vacuum  source  shall  be:

2.2.1.1. 

Where  the  vacuum  source  is  the  vehicle  engine,  the  engine  speed  obtained  with  the  vehicle  stationary,  the  neutral  gear
engaged  and  the  engine  idling;

2.2.1.2. 

where the vacuum source is a pump, the speed obtained with the engine running at 65 % of the speed corresponding to its
maximum  power  output;  and

2.2.1.3. 

where  the  vacuum  source  is  a  pump  and  the  engine  is  equipped  with  a  governor,  the  speed  obtained  with  the  engine
running  at  65 %  of  the  maximum  speed  allowed  by  the  governor.

2.2.2. 

Where it is intended to couple to the motor vehicle a trailer whose service braking system is vacuum-operated, the trailer
shall  be  represented  by  an  energy  storage  device  having  a  capacity  V  in  litres  determined  by  the  formula:

where  R  is  the  maximum  permissible  mass,  in  metric  tonnes,  on  the  axles  of  the  trailer.

V  =  15  ×  R

C. 

Hydraulic  braking  systems  with  stored  energy

1. 

CAPACITY  OF  STORAGE  DEVICES  (ENERGY  ACCUMULATORS)

1.1. 

General

1.1.1. 

1.1.2. 

Vehicles on which the operation of the braking system requires the use of stored energy provided by hydraulic fluid under
pressure  shall  be  equipped  with  energy  storage  devices  (energy  accumulators)  of  a  capacity  meeting  the  requirements  of
point  1.2  below.

However, the energy storage devices shall not be required to be of a prescribed capacity if the braking system is such that
in the absence of any energy reserve it is possible with the service braking system control to achieve a braking performance
at  least  equal  to  that  prescribed  for  the  secondary  braking  system.

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1.1.3. 

In verifying compliance with the requirements of points 1.2.1, 1.2.2 and 2.1 below, the brakes shall be adjusted as closely
as  possible  and,  for  point  1.2.1,  the  rate  of  full-stroke  actuations  shall  be  such  as  to  provide  an  interval  of  at  least  one
minute  between  each  actuation.

1.2. 

Motor  vehicles

1.2.1. 

Motor  vehicles  equipped  with  a  hydraulic  braking  system  with  stored  energy  shall  meet  the  following  requirements:

1.2.1.1. 

After  eight  full-stroke  actuations  of  the  service  braking  system  control,  it  shall  still  be  possible  to  achieve,  on  the  ninth
application,  the  performance  prescribed  for  the  secondary  braking  system.

1.2.1.2. 

Testing  shall  be  performed  in  conformity  with  the  following  requirements:

1.2.1.2.1. 

Testing  shall  commence  at  a  pressure  that  may  be  specified  by  the  manufacturer  but  is  not  higher  than  the  cut-in
pressure.

1.2.1.2.2. 

The  accumulator(s)  shall  not  be  fed;  in  addition,  any  accumulator(s)  for  auxiliary  equipment  shall  be  isolated.

1.2.2. 

Motor vehicles equipped with a hydraulic braking system with stored energy which cannot meet the requirements of point
2.2.1.5.1  of  Annex  I  shall  be  deemed  to  satisfy  that  point  if  the  following  requirements  are  met:

1.2.2.1. 

After any single transmission failure it shall still be possible after eight full-stroke actuations of the service braking system
control,  to  achieve,  at  the  ninth  application,  at  least  the  performance  prescribed  for  the  secondary  braking  system  or,
where secondary performance requiring the use of stored energy is achieved by a separate control, it shall still be possible
after eight full-stroke actuations to achieve, at the ninth application, the residual performance prescribed in point 2.2.1.4
of  Annex  I.

1.2.2.2. 

Testing  shall  be  performed  in  conformity  with  the  following  requirements:

1.2.2.2.1. 

with the energy source stationary or operating at a speed corresponding to the engine idling speed, any transmission failure
may be induced. Before inducing such a failure the energy storage device(s) shall be at a pressure that may be specified by
the  manufacturer  but  not  exceeding  the  cut-in  pressure.

1.2.2.2.2. 

The  auxiliary  equipment  and  its  accumulators,  if  any,  shall  be  isolated.

2. 

CAPACITY  OF  HYDRAULIC  FLUID  ENERGY  SOURCES

2.1. 

The  energy  sources  shall  meet  the  requirements  set  out  in  the  following  paragraphs:

2.1.1. 

D e f i n i t i o n s

2.1.1.1. 

‘p1’  represents  the  maximum  system  operational  pressure  (cut-out  pressure)  in  the  accumulator(s)  specified  by  the
manufacturer.

2.1.1.2. 

‘p2’ represents the pressure after four full-stroke actuations with the service braking system control, starting at p1, without
having  fed  the  accumulator(s).

2.1.1.3. 

‘t’  represents  the  time  required  for  the  pressure  to  rise  from  p2  to  p1  in  the  accumulator(s)  without  application  of  the
service  braking  system  control.

2.1.2. 

C o n d i t i o n s   o f   m e a s u r e m e n t

2.1.2.1. 

During  the  test  to  determine  the  time  t,  the  feed  rate  of  the  energy  source  shall  be  that  obtained  when  the  engine  is
running  at  the  speed  corresponding  to  its  maximum  power  or  at  the  speed  allowed  by  the  governor.

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2.1.2.2. 

During  the  test  to  determine  the  time  t,  accumulator(s)  for  auxiliary  equipment  shall  not  be  isolated  other  than
automatically.

2.1.3. 

I n t e r p r e t a t i o n   o f   r e s u l t s

2.1.3.1. 

In  the  case  of  all  vehicles  except  those  of  categories  M3,  N2  and  N3,  the  time  t  shall  not  exceed  20  seconds.

2.1.3.2. 

In  the  case  of  vehicles  of  categories  M3,  N2  and  N3,  the  time  t  shall  not  exceed  30  seconds.

3. 

CHARACTERISTICS  OF  ALARM  DEVICES

With the engine stationary and commencing at a pressure that may be specified by the manufacturer but does not exceed
the  cut-in  pressure,  the  alarm  device  shall  not  operate  following  two  full-stroke  actuations  of  the  service  braking  system
control.

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ANNEX  V

Spring  brakes

1. 

DEFINITIONS

1.1. 

‘Spring brakes’ are braking devices for which the energy required for braking is supplied by one or more springs acting as
an  energy  accumulator.

1.1.1. 

The energy necessary to compress the spring in order to release the brake shall be supplied and controlled by the ‘control’
actuated  by  the  driver  (see  definition  in  point  1.4  of  Annex  I).

1.2. 

1.3. 

‘Spring compression chamber’ means the chamber where the pressure variation that induces the compression of the spring
is  actually  produced.

If  the  compression  of  the  springs  is  obtained  by  means  of  a  vacuum  device,  ‘pressure’  shall  mean  negative  pressure
everywhere  in  this  Annex.

2. 

GENERAL  REQUIREMENTS

2.1. 

2.2. 

2.3. 

2.4. 

2.5. 

A spring brake shall not be used as a service brake. However, in the event of a failure in a part of the transmission of the
service  braking  system,  a  spring  brake  may  be  used  to  achieve  the  residual  performance  prescribed  in  point  2.2.1.4  of
Annex  I,  provided  that  the  driver  can  graduate  this  action.  In  the  case  of  motor  vehicles,  with  the  exception  of  towing
vehicles for semi-trailers meeting the requirements specified in point 2.2.1.4.3 of Annex I, the spring brake shall not be the
sole  source  of  residual  braking.  Vacuum  spring  brakes  shall  not  be  used  for  trailers.

A small variation in any of the pressure limits which may occur in the spring compression chamber feed circuit shall not
cause  a  significant  variation  in  the  braking  force.

The feed circuit to the spring compression chamber shall either include an own energy reserve or shall be fed from at least
two  independent  energy  reserves.  The  trailer  supply  line  may  be  branched  from  this  feed  line  under  the  condition  that  a
pressure drop in the trailer supply line shall not be able to apply the spring brake actuators. Auxiliary equipment may only
draw its energy from the feed line for the spring brake actuators under the condition that its operation, even in the event
of damage to the energy source, cannot cause the energy reserve for the spring brake actuators to fall below a level from
which one release of the spring brake actuators is possible. In any case during re-charging of the braking system from zero
pressure, the spring brakes shall not release until the pressure in the service braking system is sufficient to ensure at least
the  prescribed  secondary  braking  performance  of  the  laden  vehicle,  using  the  service  braking  system  control.  Similarly,
once applied, the spring brakes shall not release unless there is sufficient pressure in the service braking system to at least
provide  the  prescribed  residual  braking  performance  of  the  laden  vehicle  by  application  of  the  service  braking  control.

This  item  does  not  apply  to  trailers.

In motor vehicles, the system shall be so designed that it is possible to apply and release the brakes at least three times if
the initial pressure in the spring compression chamber is equal to the maximum design pressure. In the case of trailers, it
shall  be  possible  to  release  the  brakes  at  least  three  times  after  the  trailer  has  been  uncoupled,  the  pressure  in  the  supply
line  being  6,5  bar  before  the  uncoupling.  These  conditions  shall  be  satisfied  when  the  brakes  are  adjusted  as  closely  as
possible.  In  addition,  it  shall  be  possible  to  apply  and  release  the  parking  brake  as  specified  in  Annex  I  point  2.2.2.10,
when  the  trailer  is  coupled  to  the  towing  vehicle.

In the case of motor vehicles, the pressure in the spring compression chamber beyond which the springs begin to actuate
the  brakes,  the  latter  being  adjusted  as  closely  as  possible,  shall  not  be  greater  than  80 %  of  the  minimum  level  of  the
normal available pressure. In the case of trailers, the pressure in the spring compression chamber beyond which the springs
begin to actuate the brakes shall not be greater than that obtained after four full-stroke actuations of the service braking
system  in  accordance  with  Annex  IV,  point  1.3.  The  initial  pressure  is  fixed  at  6,5  bar.

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2.6. 

2.7. 

3. 

3.1. 

When the pressure in the line feeding energy to the spring compression chamber — excluding lines of an auxiliary release
device  using  a  fluid  under  pressure  —  falls  to  the  level  at  which  the  brake  parts  begin  to  move,  an  optical  or  audible
warning  device  shall  be  actuated.  Provided  this  requirement  is  met,  the  warning  device  may  be  that  specified  in  point
2.2.1.13  of  Annex  I.  This  provision  does  not  apply  to  trailers.

On  motor  vehicles  fitted  with  spring  brakes  and  authorised  to  tow  trailers  with  continuous  or  semi-continuous  brakes,
automatic  application  of  the  spring  brakes  shall  cause  the  trailer  brakes  to  be  applied.

RELEASE SYSTEM

A spring braking system shall be so designed that, in the event of a failure in that system, it is still possible to release the
brakes.  This  may  be  achieved  by  the  use  of  an  auxiliary  release  device  (pneumatic,  mechanical,  etc.).  Auxiliary  release
devices using an energy reserve for releasing, shall draw their energy from an energy reserve which is independent from the
energy  reserve  normally  used  for  the  spring  braking  system.

The  pneumatic  or  hydraulic  fluid  in  such  an  auxiliary  release  device  may  act  on  the  same  piston  surface  in  the  spring
compression  chamber,  which  is  used  for  the  normal  spring  braking  system,  under  the  condition  that  the  auxiliary  release
device  uses  a  separate  line.  The  junction  of  this  line  with  the  normal  line  connecting  the  control  device  with  the  spring
brake actuators, shall be at each spring brake actuator immediately before the port to the spring compression chamber, if
not integrated in the body of the actuator. This junction shall include a device which prevents an influence of one line on
the  other.  The  requirements  of  point  2.2.1.6  of  Annex  I  also  apply  to  this  device.

3.1.1. 

For the purposes of the requirement of point 3.1, components of the braking system transmission shall not be regarded as
subject  to  failure  if  under  the  terms  of  point  2.2.1.2.7  of  Annex  I  they  are  not  regarded  as  liable  to  breakage,  provided
that  they  are  made  of  metal  or  of  a  material  having  similar  characteristics  and  do  not  undergo  significant  distortion  in
normal  braking.

3.2. 

If the operation of the auxiliary device referred to in point 3.1 requires the use of a tool or spanner, that tool or spanner
shall  be  kept  on  the  vehicle.

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ANNEX  VI

Parking  braking  by  mechanical  locking  of  the  brake  cylinders  (lock  actuators)

1. 

DEFINITION

Mechanical  locking  of  the  brake  cylinders  means  a  device  for  ensuring  parking  braking  by  mechanical  wedging  of  the
brake  piston  rod.

Mechanical locking occurs when the locking chamber is emptied of compressed air; the mechanical locking device shall be
designed  in  such  a  way  that  it  can  be  released  when  the  locking  chamber  is  again  subjected  to  pressure.

2. 

2.1. 

2.2. 

2.3. 

2.4. 

2.5. 

SPECIAL  PROVISIONS

When the pressure in the locking chamber approaches the level corresponding to mechanical locking, an optical or audible
warning  system  shall  be  actuated.

This provision does not apply to trailers. In the case of trailers the pressure corresponding to mechanical locking shall not
exceed 4 bar. It shall be possible to achieve parking brake performance after any single failure of the trailer service braking
system.  In  addition,  it  shall  be  possible  to  release  the  brakes  at  least  three  times  after  the  trailer  has  been  uncoupled,  the
pressure  in  the  supply  line  being  6,5  bar  before  the  uncoupling.  These  conditions  shall  be  satisfied  when  the  brakes  are
adjusted  as  closely  as  possible.  It  shall  also  be  possible  to  apply  and  release  the  parking  braking  system  as  specified  in
Annex  I,  point  2.2.2.10,  when  the  trailer  is  coupled  to  the  towing  vehicle.

In  the  case  of  brake  actuators  fitted  with  a  mechanical  locking  device,  the  brake  actuator  shall  be  capable  of  being
actuated  by  either  of  two  energy  reserves.

The  locked  brake  cylinder  may  only  be  released  if  it  is  certain  that  the  brake  can  be  operated  again  after  such  release.

In the event of a failure of the source of energy supplying the locking chamber, an auxiliary unlocking device (mechanical
or  pneumatic,  for  instance)  using,  for  example,  the  air  in  one  of  the  tyres  of  the  vehicle,  shall  be  provided.

The control shall be such that, when actuated, it performs the following operations in sequence: it applies the brakes so as
to provide the degree of efficiency required for parking braking, locks the brakes in that position and then cancels out the
brake-application force.

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Cases  in  which  Type  I  and/or  II  (or  IIA)  or  III  tests  do  not  have  to  be  carried  out  on  a  vehicle  submitted  for  type-approval

ANNEX  VII

1. 

1.1. 

Type I and/or II (or IIA) or Type III tests shall not have to be carried out on a vehicle submitted for type-approval in the
following cases:

Where  the  vehicle  in  question  is  a  motor  vehicle,  a  trailer  or  a  semi-trailer  which,  in  respect  of  tyres,  braking  energy
absorbed  by  each  axle  and  method  of  fitting  of  tyres  and  brakes,  is  identical,  as  far  as  braking  is  concerned,  to  a  motor
vehicle,  or  trailer,  or  semi-trailer  which:

1.1.1. 

has  passed  a  Type  I  and/or  II  (or  IIA)  or  III  test

1.1.2. 

1.2. 

1.3. 

1.3.1. 

1.3.2. 

1.4. 

2. 

3. 

3.1. 

3.2. 

3.3. 

3.4. 

4. 

has  been  type-approved,  with  regard  to  braking  energy  absorbed,  for  mass  per  axle  not  lower  than  that  of  the  vehicle
concerned.

Where the vehicle in question is a motor vehicle, a trailer or a semi-trailer of which the axle or axles, in respect of tyres,
braking  energy  absorbed  by  each  axle  and  method  of  fitting  tyres  and  brakes,  is  or  are  identical,  as  far  as  braking  is
concerned, to an axle or axles which has or have individually passed a Type I and/or II (or IIA) or Type III test for mass
per  axle  not  lower  than  that  of  the  vehicle  concerned,  provided  that  the  braking  energy  absorbed  by  each  axle  does  not
exceed  the  energy  absorbed  by  that  axle  during  the  reference  test  or  tests  carried  out  separately  on  that  axle.

Where the vehicle submitted for type-approval is fitted with a retarder, other than an engine brake, identical to a retarder
which  has  already  been  tested  under  the  following  conditions:

In a test carried out on a gradient of at least 6 % (Type II test) or of at least 7 % (Type IIA test), this retarder has, on its
own, stabilised the speed of a vehicle with a maximum mass at the time of testing at least equal to the maximum mass of
the  vehicle  submitted  for  type-approval.

During the above test it shall be verified that the speed of rotation of the revolving parts of the retarder is such that, when
the  vehicle  is  travelling  at  a  speed  of  30  km/h,  the  retarding  torque  is  at  least  equal  to  the  retarding  torque  in  the  test
mentioned  in  point  1.3.1.

Where  the  vehicle  concerned  is  a  trailer  equipped  with  ‘S’-cam  air-operated  brakes (1)  which  satisfies  the  verification
requirements  of  Appendix  I  to  this  Annex  relating  to  a  report  of  a  reference  axle  test  as  shown  in  Appendix  2  of  this
Annex.

The  term  ‘identical’  as  used  in  points  1.1,  1.2  and  1.3  means  identical  as  regards  the  geometrical  and  mechanical
characteristics  of  the  vehicle  parts  mentioned  in  those  items,  and  also  as  regards  the  characteristics  of  the  materials  from
which  these  parts  are  made.

When  advantage  is  taken  of  the  above  provisions,  the  type-approval  communication  in  respect  of  braking  (Annex  IX,
Appendix  2)  shall  contain  the  following  particulars:

Where point 1.1 is applicable, the type of the approval number of the vehicle on which the Type I and/or II (or IIA) or III
test  serving  as  a  reference  test  has  been  carried  out  (point  2.7.1).

Where  point  1.2  is  applicable,  the  table  in  point  2.7.2  shall  be  completed.

Where  point  1.3  is  applicable,  the  table  in  point  2.7.3  shall  be  completed.

Where  point  1.4  is  applicable,  the  table  in  point  2.7.4  shall  be  completed.

When a person applying for type-approval in a Member State refers to a type-approval granted in another Member State,
that  person  shall  produce  the  documents  relating  to  such  approval.

(1)  Other  brake  designs  may  be  approved  upon  presentation  of  equivalent  information.

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Appendix  1

Alternative  procedures  for  Type  I  and  Type  III  tests  for  trailer  brakes

1. 

GENERAL

1.1. 

1.2. 

In accordance with point 1.4 of this Annex, the Type I and Type III fade tests may be waived at the time of type-approval
of the vehicle provided that the braking system components comply with the requirements of this Appendix and that the
resulting  predicted  brake  performance  meets  the  prescriptions  of  this  Directive  for  the  appropriate  vehicle  category.

Tests  carried  out  in  accordance  with  the  methods  detailed  in  this  Appendix  shall  be  deemed  to  meet  the  above
requirements.

2. 

SYMBOLS  AND  DEFINITIONS  (the  reference  brake  symbols  shall  have  the  ‘e’)

P 

C 

=  normal  reaction  of  road  surface  on  the  axle  under  static  conditions

=  camshaft  input  torque

Cmax 

=  maximum  technically  permissible  camshaft  input  torque

Co 

= 

threshold  camshaft  input  torque,  i.e.  minimum  camshaft  torque  necessary  to  produce  a  measurable  brake
torque

R 

T 

= 

tyre  rolling  radius  (dynamic)

=  brake  force  at  tyre/road  interface

M 

=  brake  torque  =  T  ×  R

z 

s 

sP 

=  braking  rate  T/P  =  M/RP

=  actuator  stroke  (working  stroke  plus  free  stroke)

=  effective  stroke  —  the  stroke  at  which  the  output  thrust  is  90 %  of  the  average  thrust  (ThA)

ThA 

=  average  thrust  —  the  average  thrust  shall  be  determined  by  integrating  the  values  between  one-third  and

two-thirds  of  the  total  stroke  (smax).

Thrust

ThA

0,90
ThA

1/3 smax

2/3 smax

sp

smax

Stroke

l  = 

lever  length

r  =  radius  of  brake  drum

p  =  brake  actuation  pressure

3. 

TEST METHODS

3.1. 

Track  tests

3.1.1. 

The  brake  performance  tests  should  preferably  be  carried  out  on  a  single  axle  only.

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3.1.2. 

The results of tests on a combination of axles may be used accordance with point 1.1 provided that each axle contributes
equal  braking  energy  input  during  the  drag  and  hot  brake  tests.

3.1.2.1. 

This  is  ensured  if  the  following  are  identical  for  each  axle:  brake  geometry  (Figure  2),  lining,  wheel  mounting,  tyres,
actuation  and  pressure  distribution  in  the  actuators.

3.1.2.2. 

The  result  recorded  for  a  combination  of  axles  will  be  the  average  value  for  these  axles.

3.1.3. 

3.1.4. 

The axle(s) should preferably be loaded with the maximum static axle load, though this is not essential provided that due
allowance  is  made  during  the  tests  for  the  difference  in  rolling  resistance  caused  by  a  different  load  on  the  test  axle(s).

Allowance  shall  be  made  for  the  effect  of  the  increased  rolling  resistance  resulting  from  a  combination  of  vehicles  being
used  to  carry  out  the  tests.

3.1.5. 

The  initial  speed  of  the  test  is  prescribed.  The  final  speed  shall  be  calculated  by  the  following  formula:

v2 = v1˛ P0 + P1

P0 + P1 + P2

where

v1  = 

initial  speed  (km/h)

v2  = 

final  speed  (km/h)

v0  =  mass  of  the  towing  vehicle  (kg)  under  test  conditions

P1  =  mass  of  the  trailer  borne  by  the  non-braked  axle(s)  (kg)

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

3.2. 

Inertia  dynamometer  tests

3.2.1. 

3.2.2. 

3.2.3. 

3.2.4. 

The test machine shall have a rotary inertia simulating that part of the linear inertia of the vehicle mass acting upon one
wheel, necessary for the cold performance and hot performance tests, and capable of being operated at constant speed for
the  purpose  of  the  test  described  in  points  3.5.2  and  3.5.3.

The  test  shall  be  carried  out  with  a  complete  wheel,  including  the  tyre,  mounted  on  the  moving  part  of  the  brake,  as  it
would  be  on  the  vehicle.  The  inertia  mass  may  be  connected  to  the  brake  either  directly  or  via  the  tyres  and  wheels.

Air cooling at a velocity and air flow direction simulating actual conditions may be used during the heating runs, the speed
of  air  flow  being  not  greater  than  10  km/h.  The  temperature  of  the  cooling  air  shall  be  the  ambient  temperature.

Where the tyre rolling resistance is not automatically compensated for in the test, the torque applied to the brake shall be
modified  by  subtracting  a  torque  equivalent  to  a  rolling  resistance  coefficient  of  0,01.

3.3. 

Rolling  road  dynamometer  tests

3.3.1. 

3.3.2. 

The  axle  should  preferably  be  loaded  with  the  maximum  static  axle  load,  though  this  is  not  essential  provided  that  due
allowance  is  made  during  the  tests  for  the  difference  in  rolling  resistance  caused  by  a  different  mass  on  the  test  axle.

Air cooling at a velocity and air flow direction simulating actual conditions may be used during the heating runs, the speed
of  air  flow  being  not  greater  than  10  km/h.  The  temperature  of  the  cooling  air  shall  be  the  ambient  temperature.

3.3.3. 

The  braking  time  has  a  duration  of  1  second  after  a  maximum  build-up  time  of  0,6  seconds.

3.4. 

Test  conditions

3.4.1. 

The  test  brake(s)  shall  be  instrumented  so  that  the  following  measurements  can  be  taken:

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3.4.1.1. 

A  continuous  recording  to  enable  the  brake  torque  or  force  at  the  periphery  of  the  tyre  to  be  determined.

3.4.1.2. 

A  continuous  recording  of  air  pressure  in  the  brake  actuator.

3.4.1.3. 

Speed  during  the  test.

3.4.1.4. 

Initial  temperature  on  the  outside  of  the  brake  drum.

3.4.1.5. 

Brake  actuator  stroke  used  during  the  Type  0  test  and  Type  I  or  Type  III  tests  as  applicable.

3.5. 

Test  procedures

3.5.1. 

S u p p l e m e n t a r y   c o l d   p e r f o r m a n c e   t e s t

3.5.1.1. 

This test shall be carried out at an initial speed equivalent to 40 km/h in the case of Type I test and 60 km/h in the case of
Type  III  test  in  order  to  evaluate  the  hot  braking  performance  at  the  end  of  Type  I  and  Type  III  tests.

3.5.1.2. 

Three brake aplications shall be made at the same pressure (p) and at an initial speed equivalent to 40 km/h (in the case of
Type  I  test)  or  to  60  km/h  (in  the  case  of  Type  III  test),  with  an  approximately  equal  initial  brake  temperature  not
exceeding  100  °C,  measured  at  the  outside  surface  of  the  drum.  The  applications  are  at  the  brake  actuator  pressure
required to give a brake torque or force equivalent to a braking rate (z) of at least 0,50. The brake actuator pressure shall
not  exceed  6,5  bar,  and  the  camshaft  input  torque  (C)  shall  not  exceed  the  maximum  technically  permissible  camshaft
input  torque  (Cmax).  The  average  of  the  three  results  shall  be  taken  as  the  cold  performance.

3.5.2. 

Type  I  test

3.5.2.1. 

This  test  shall  be  carried  out  at  a  speed  equivalent  to  40  km/h  with  an  initial  brake  temperature  not  exceeding  100  °C,
measured  at  the  outside  surface  of  the  drum.

3.5.2.2. 

A  braking  rate  shall  be  maintained  at  0,07  including  the  rolling  resistance  (see  point  3.2.4).

3.5.2.3 

The duration of the test shall be two minutes and 33 seconds or 1,7 km at 40 km/h. If the test velocity cannot be achieved
then  the  duration  of  the  test  can  be  lengthened  according  to  point  1.3.2.2.  of  Annex  II.

3.5.2.4. 

Not later than 60 seconds after the end of the Type I fade test, a hot performance test shall be carried out in accordance
with  point  1.3.3  of  Annex  II  at  an  initial  speed  equivalent  to  40  km/h.  The  brake  actuator  pressure  shall  be  that  used
during  the  cold  performance  test.

3.5.3. 

Type  III  test  (fade  test)

3.5.3.1. 

Test  methods  for  repeated  braking.

3.5.3.1.1. 

Track  tests  (see  Annex  II,  point  1.6).

3.5.3.1.2. 

Inertia  dynamometer  test.

For  the  bench  test  as  in  Annex  VII,  Appendix  1,  point  3.2,  the  conditions  may  be  as  for  the  road  test  according  to
Annex  II  point  1.6.1  where

v2 =

v1
2

3.5.3.1.3. 

Rolling  road  dynamometer  test

For  the  bench  test  as  in  Annex  VII,  Appendix  1,  point  3.3,  the  conditions  shall  be  as  follows:

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Number  of  brake  applications

Duration  of  braking  cycle
(braking  time  25  seconds  and  recovery  time  35  seconds)

Test  speed

Braking  rate

Rolling resistance

20

60  seconds

30  km/h

0,06

0,01.

3.5.3.2. 

Not later than 60 seconds after the end of the Type III test a hot performance test shall be carried out in accordance with
point  1.6.2  of  Annex  II  to  this  Directive.  The  brake  actuator  pressure  shall  be  that  used  during  the  Type  0  test.

3.6. 

Test  report

3.6.1. 

3.6.2. 

The  result  of  tests  carried  out  in  accordance  with  point  3.5  shall  be  reported  on  a  form,  a  model  of  which  is  shown  in
Appendix  2  to  this  Annex.

The  brake  and  the  axle  shall  be  identified.  Particulars  of  the  brakes,  the  axle,  the  technically  permissible  mass  and  the
numer  of  the  corresponding  test  report  shall  be  marked  on  the  axle.

4. 

VERIFICATION

4.1. 

Verification  of  components

The  brake  specification  of  the  vehicle  to  be  type-approved  shall  be  verified  by  satisfying  each  of  the  following  criteria:

Item

Criteria

4.1.1.

(a)  Brake  drum  cylindrical  section

(b) Brake  drum  material

(c)  Brake  drum  mass

No  change  allowed

No  change  allowed

May  change  between  −  0  and  +  20 %  of  the  reference
drum  mass

4.1.2.

(a)  Proximity  of  wheel  to  outside  surface  of  brake  drum

(dimension  E)

Tolerances  to  be  determined  by  the  technical  service
conducting  the  approval  tests

(b) Part  of  brake  drum  not  covered  by  wheel  (dimension

F)

4.1.3.

(a)  Brake  lining  material

(b) Brake  lining  width

(c)  Brake  lining  thickness

(d) Brake  lining  actual  surface

(e)  Brake  lining  method  of  attachment

No  change  allowed

Brake  geometry  (Figure  2)

No  change  allowed

4.1.4.

4.1.5.

Tyre  rolling  radius  (R)

May change subject to the requirements of point 4.3.1.4 of
this  Appendix

May change provided that the predicted performance meets
the  requirements  of  point  4.3  of  this  Appendix

4.1.6.

(a)  Average  thrust  (THA)

(b) Actuator  stroke  (s)

(c)  Lever  length

(d) Brake  actuation  pressure  (p)

4.1.7.

Static  mass  (P)

P  shall  not  exceed  Pe  (see  point  2)

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4.2. 

Verfication  of  brake  forces  developed

4.2.1. 

The  brake  forces  (T)  for  each  subject  brake  (for  the  same  control  line  pressure  pm)  necessary  to  produce  the  drag  force
specified for both Type I and Type III test conditions shall not exceed the values Te  as stated in the Record of Test Results,
Appendix  2,  point  2  of  this  Annex,  which  were  taken  as  a  basis  for  the  test  of  the  reference  brake.

4.3. 

Verification  of  hot  performance

4.3.1. 

The brake force (T) for each subject brake for a specified pressure (p) in the actuators and control line pressure (pm) used
during  the  Type  0  test  if  the  subject  trailer  shall  be  determined  by  the  methods  described  in  items  points  4.3.1.1  to
4.3.1.4.

4.3.1.1. 

The  predicted  actuator  stroke  (s)  of  the  subject  brake  shall  be  determined  from  the  following  relationship:

s  shall  not  exceed  the  effective  stroke  (sp).

s = l ×

se
le

4.3.1.2. 

The average thrust output (ThA) of the actuator fitted to the subject brake at the pressure specified in point 4.3.1 shall be
determined.

4.3.1.3. 

The  camshaft  input  torque  (C)  shall  be  then  given  by

C  shall  not  exceed  Cmax.

C = ThA × l

4.3.1.4. 

The  predicted  brake  performance  for  the  subject  brake  shall  be  given  by

T = (Te  –  0,01  Pe) ×

(C  —  Co)
(Ce  —  Coe)

×

Re
R

+ 0,01  P

R  shall  not  be  less  than  0,8  Re.

4.3.2. 

The  predicted  brake  performance  for  the  subject  trailer  shall  be  given  by:

TR
PR

=

ΣT
ΣP

4.3.3. 

The hot performances following the Type I or Type III tests shall be determined in accordance with points 4.3.1.1, 4.3.1.2,
4.3.1.3  and  4.3.1.4.  The  resulting  predictions  given  by  point  4.3.2  shall  satisfy  the  requirements  of  this  Directive  for  the
subject trailer. The value used for the ‘figure recorded in the Type 0 test’, as prescribed in Annex II, point 1.3.3 of 1.6.2
shall  be  the  figure  recorded  in  the  Type  0  test  of  the  subject  trailer.

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Appendix  2

Model  reference  axle  test  report  form  as  prescribed  in  Appendix  1,  point  3.6

Test  report  No

1. 

1.1. 

1.2. 

1.3. 

1.4. 

1.5. 

2. 

2.1. 

IDENTIFICATION

Axle
Manufacturer  (name  and  address)
Make
Type
Model
Technically  permissible  axle  load  (Pe)  in  (daN)

Brake
Manufacturer  (name  and  address)
Make
Type
Model
Technically  permissible  camshaft  input  torque  Cmax
Brake  drum:

Brake lining:

Internal  diameter
Mass
Material  (attach  dimensioned  drawing  as  in  Figure  1)
Manufacturer
Type
Identification  (shall  be  visible  when  the  lining  is  mounted  on  the  brake  shoe)
Width
Thickness
Surface area
Method  of  attachment

Brake  geometry  (attach  dimensioned  drawing  as  in  Figure  2)

Wheel(s)
Single/twin (1)
Prim  diameter  (D)
(attach  dimensioned  drawing  as  in  Figure  1)

Tyres
Dynamic  rolling  radius  (Re)  at  reference  load  (Pe)

Actuation
Manufacturer
Type (cylinder/diaphragm) (1)
Model
Lever  length  (l)

RECORD  OF  TEST  RESULTS  (Corrected  to  take  account  of  rolling  resistance,  0,01  ×  Pe) (2)

In  the  case  of  vehicles  of  categories  O2  and  O3

Test  type:
Annex  VII,  Appendix  1,  point

Test  speed

Brake  actuator  pressure  Pe

0
3.5.1.2

I

3.5.2.2/3

3.5.2.4

(km/h)

40

(bar)

40

—

40

—

(1)  Delete  where  not  applicable.
(2)  Indicate  as  applicable,  track  test/inertia  dynamometer  test/rolling  road  dynamometer  test.

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Test  type:
Annex  VII,  Appendix  1,  point

Braking  time

Brake  force  developed  Te

Brake  efficiency  Te/Pe

Actuator  stroke  se

Camshaft  input  torque  Ce

Co,e

2.2. 

In  the  case  of  vehicles  of  category  O4

Test  type:
Annex  VII,  Appendix  1,  point

Test  speed  initial

Test  speed  final

Brake  actuator  pressure  Pe

Number  of  brake  applications

Duration  of  braking  cycle

Brake  force  developed  Te

Brake  efficiency  Te/Pe

Actuator  stroke  se

Camshaft  input  torque  Ce

Co,e

0
3.5.1.2

I

3.5.2.2/3

3.5.2.4

(min)

—

2,55

—

(daN)

—

(mm)

(Nm)

(Nm)

—

—

—

0
3.5.1.2

III

3.5.3.1

3.5.3.2

60

—

—

(km/h)

60

—

—

(km/h)

(bar)

—

(s)

(daN)

—

(mm)

(Nm)

(Nm)

—

20

60

—

—

—

3. 

4. 

5. 

NAME  OF  TECHNICAL  SERVICE  CONDUCTING  THE  TEST

DATE  OF  TEST

This  test  has  been  carried  out  and  the  result  reported  in  accordance  with  Directive  71/320/EEC  as  last  amended  by
Directive  98/12/EC  and  Annex  VII,  Appendix  1.

Technical  service/approval  authority  conducting  the  test:

...........................................................................................................................

.....................................................................

Signed

Date

6. 

Approval  authority,  if  different  from  the  technical  service:

...........................................................................................................................

.....................................................................

Signed

Date

(1)  Delete  where  not  applicable.

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Figure  1

Section  through  axle  assembly

Be

Fe

Ee

Xe

De

Re

Drum  width  Xe

Axle  load
(kg)

Tyre

Rim

Be
(mm)

Re
(mm)

De
(mm)

Ee
(mm)

Fe
(mm)

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Æ

1e

Æ

0e

Figure  2

Brake  geometry

de

re

ce

S1e

ee

S2e

ae

S3e

he

be

All  dimensions  except  Æ0,  Æ1  and  F  i  mm.  F  =  braking  surface  per  brake  (cm2)

Type  of  brake:

ae

he

ce

de

ee

Æ0e

Æ1e

be

re

Fe

S1

S2

S3

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ANNEX  VIII

Conditions  governing  the  testing  of  vehicles  with  inertia  (overrun)  braking  systems

1. 

1.1. 

1.2. 

1.3. 

1.4. 

1.5. 

GENERAL  PROVISIONS

The ‘inertia (overrun) braking system’ of a trailer comprises the control device, the transmission and the brake, as defined
in  point  1.4.

The  ‘control  device’  is  the  combination  of  components  comprising  the  coupling  head.

The  ‘transmission’  is  the  combination  of  components  comprised  between  the  coupling  head  and  the  first  part  of  the
brake.

The  ‘brake’  is  the  part  in  which  the  forces  opposing  the  movement  of  the  vehicle  develop.  The  first  part  of  the  brake  is
either  the  lever  actuating  the  brake  cam  or  similar  parts  (mechanical-transmission  inertia  brake)  or  the  brake  cylinder
(hydraulic-transmission  inertia  brake).

Braking  systems  in  which  accumulated  energy  (for  instance,  electric,  pneumatic  or  hydraulic)  is  transmitted  to  the  trailer
by the towing vehicle and is only controlled by the force at the coupling shall not be deemed to be inertia braking systems
within  the  meaning  of  this  Directive.

1.6. 

Tests

1.6.1. 

Determination  of  the  main  characteristics  of  the  brake.

1.6.2. 

Determination  of  the  main  characteristics  of  the  control  device  and  testing  as  to  whether  that  device  conforms  with  the
provisions  of  this  Directive.

1.6.3. 

Testing  on  the  vehicle:

—  the  compatibility  of  the  control  device  and  the  brake

—  the  transmission.

2. 

SYMBOLS  AND  DEFINITIONS

2.1. 

Units  used

2.1.1. 

Masses:  kg

2.1.2. 

Forces:  N

2.1.3. 

Torques  and  moments:  Nm

2.1.4. 

Areas: cm2

2.1.5. 

Pressures:  bar

2.1.6. 

Lengths:  units  specified  in  each  case.

2.1.7. 

Acceleration  due  to  gravity:  g  =  10  m/s2.

2.2. 

Symbols  valid  for  all  types  of  braking  systems  (see  diagram  1  in  Appendix  1)

2.2.1. 

GA: 

‘maximum  mass’  of  the  trailer  declared  to  be  technically  permissible  by  the  manufacturer

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2.2.2. 

GA: 

‘maximum mass’ of the trailer which, according to the manufacturer’s declaration, can be braked by the control
device

2.2.3. 

GB: 

‘maximum  mass’  of  the  trailer  which  can  be  braked  by  the  joint  operation  of  all  the  trailer  brakes

GB  =  n  ×  GBo

2.2.4. 

GBo: 

fraction  of  the  permissible  ‘maximum  mass’  which,  according  to  the  manufacturer’s  declaration,  can  be  braked
by  one  brake

2.2.5. 

B*: 

braking  force  required

2.2.6. 

B: 

required  braking  force  taking  account  of  rolling  resistance

2.2.7. 

D*: 

permitted  thrust  on  coupling

2.2.8. 

D: 

load  on  the  coupling

2.2.9. 

P9: 

control  device  output  force

2.2.10. 

K: 

supplementary force of control device by convention; this is defined as the force D corresponding to the point of
intersection  of  the  x  axes  of  the  extrapolated  curve  expressing  P9  in  terms  of  D,  measured  with  the  control
system  in  the  mid-travel  position  (see  diagrams  2  and  3  in  Appendix  1)

2.2.11. 

KA: 

threshold force of control device — this is the maximum force on the coupling head which can be applied for a
short period of time without producing any output force on the control device. By convention, KA  is defined as
the force measured when force begins to be exerted on the coupling head at a speed of from 10 to 15 mm/s, the
control  device  transmission  being  uncoupled

2.2.12. 

D1: 

this is the maximum force applied to the coupling head when it is forced rearward at a speed of s mm/s ± 10 %,
the  transmission  being  uncoupled

2.2.13. 

D2: 

This  is  the  maximum  force  applied  to  the  coupling  head  when  this  is  pulled  forward  at  a  speed  of  s  mm/s  ±
10 %  from  its  rearmost  position,  the  transmission  being  uncoupled

2.2.14. 

2.2.15. 

ηH0: 

ηH1: 

efficiency  of  the  inertia  control  device

efficiency  of  the  transmission  system

2.2.16. 

ηH: 

total  efficiency  of  the  control  device  and  of  the  transmission

ηH = ηH0 × ηH1

2.2.17. 

s: 

travel  of  control  (expressed  in  millimetres)

2.2.18. 

2.2.19. 

2.2.20. 

s9: 

s0: 

s0: 

effective  travel  of  control  (expressed  in  millimetres)  fixed  in  accordance  with  the  requirements  of  point  9.4.1

spare  travel  of  the  master  cylinder  actuator,  measured  in  millimetres  at  the  coupling  head

loss of travel, that is to say the travel, measured in millimetres, of the coupling head when it is actuated in such a
way  as  to  travel  from  a  point  300  mm  above  the  horizontal  plane  to  a  point  300  mm  below,  the  transmission
remaining stationary

2.2.21. 

2sB: 

brake-shoe  lift  measured  on  the  diameter  parallel  to  the  operating  mechanism  and  without  the  brakes  being
adjusted  during  the  test  (expressed  in  millimetres)

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2.2.22. 

2sB*: 

minimum  brake  shoe  centre  lift  (minimum  brake  shoe  application  travel),  in  millimetres,  for  wheel  brakes  with
drum  brakes:

2sB* = 2,4 +

4
1000

× 2r

2r  being  the  diameter  of  the  brake  drum  expressed  in  millimetres  (see  diagram  4  in  Appendix  1)

for  wheel  brakes  with  disc  brakes  with  hydraulic  transmission:

2sB* = 1,1

10 × V60
FRZ

+

1
1000

× 2rA

where:

V60  =  fluid  volume  absorption  of  one  wheel  brake  at  a  pressure  corresponding  to  a  braking  force
of  1,2  1,2  B*  =  0,6  ×  GBo  and  a  maximum  tyre  radius,

2rA  =  outer  diameter  of  brake  disc
(V60  in  cm3,  FRZ  in  cm2  and  rA  in  mm)

2.2.23. 

M: 

braking  moment

2.2.24. 

2.2.25. 

R: 

n: 

dynamic  tyre  rolling  radius  in  metres,  rounded  to  the  nearest  centimetre

number  of  brakes

2.2.26. 

DA: 

application  force  at  input  side  of  the  control  device,  at  which  the  overload  protector  is  activated

2.2.27. 

MA: 

braking  torque  at  which  the  overload  protector  is  activated

2.3. 

Symbols  for  mechanical  transmission  braking  systems  (see  diagram  5  in  Appendix  1)

2.3.1. 

iH0: 

reduction  ratio  between  travel  of  the  coupling  head  and  travel  of  the  lever  at  the  output  side  of  the  control
device

2.3.2. 

iHi: 

reduction ratio between travel of the lever at the output side of the control device and travel of the brake lever
(gearing  down  of  transmission)

2.3.3. 

iH: 

reduction  ratio  between  travel  of  the  coupling  head  and  travel  of  the  brake  lever

iH = iH0 × iH1

2.3.4. 

2.3.5. 

ig: 

P: 

reduction  ratio  between  travel  of  the  brake  lever  and  the  brake-shoe  centre  lift  (see  diagram  4  in  Appendix  1)

force  applied  to  the  brake  control  lever

2.3.6. 

P0: 

brake retraction force; that is, in the graph M = ƒ (P), the value of the force P at the point of intersection of the
extrapolation  of  this  function  with  the  abscissa  (see  diagram  6  in  Appendix  1)

2.3.7. 

ρ: 

characteristic  of  the  brake  defined  by:

M = ρ (P − Po)

2.4. 

Symbols  for  hydraulic-transmission  braking  systems  (see  diagram  8  in  Appendix  1)

2.4.1. 

2.4.2. 

ih: 

ig: 

reduction  ratio  between  travel  of  the  coupling  head  and  travel  of  the  piston  in  master  cylinder

reduction  ratio  between  travel  of  the  actuation  point  of  the  cylinders  and  the  brake-shoe  centre  lift

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2.4.3. 

FRZ: 

surface area of piston of one wheel cylinder for drum brake(s); for disc brake(s), sum of the surface area of the
caliper  piston(s)  on  one  side  of  the  disc

2.4.4. 

FHZ: 

surface  area  of  piston  in  master  cylinder

2.4.5. 

p: 

hydraulic  pressure  in  brake  cylinder

2.4.6. 

pO: 

retraction pressure in brake cylinder; that is, in the graph M = ƒ (p), the value of the pressure p at the point of
intersection  of  the  extrapolation  of  this  function  with  the  abscissa  (see  diagram  7  in  Appendix  1)

2.4.7. 

ρ9: 

characteristic  of  the  brake  defined  by:

M = ρ9  (p − p0)

3. 

GENERAL  REQUIREMENTS

3.1. 

3.2. 

3.3. 

3.4. 

3.5. 

3.6. 

The transmission of braking power from the coupling head to the trailer’s brakes shall be effected either by a rod linkage
or  by  means  of  one  or  more  fluids.  However,  a  sheathed  cable  (Bowden  cable)  may  be  used  to  provide  part  of  the
transmission.  This  part  shall  be  as  short  as  possible.

All pins at joints shall be adequately protected. In addition, these joints shall be either self-lubricating or easily accessible
for  lubrication.

Inertia  braking  systems  shall  be  arranged  in  such  a  way  that,  in  the  case  where  the  coupling  head  travels  to  its  fullest
extent,  no  part  of  the  transmission  becomes  jammed,  or  suffers  any  permanent  distortion  or  fails.  This  shall  be  checked
after  uncoupling  the  first  element  of  the  transmission  from  the  brake  control  levers.

The inertia braking system shall allow the trailer to be reversed with the towing vehicle without imposing a sustained drag
force exceeding 0,08 × g × GA. Devices used for this purpose shall act automatically and disengage automatically when the
trailer  moves  forward.

Any special device incorporated for the purpose of point 3.4 shall be such that the parking performance when facing up a
gradient  shall  not  be  adversely  affected.

Only inertia braking systems with disc brakes may incorporate overload protectors. They may not be activated at a force
of less than 1,2 P or a pressure less than 1,2 p corresponding to a braking force of B* = 0,5 × g × GBO  (when fitted at the
wheel  brake)  or  at  a  thrust  on  the  coupling  less  than  1,2  ×  D*  (when  fitted  at  the  control  device).

4. 

REQUIREMENTS  FOR  CONTROL  DEVICES

4.1. 

4.2. 

4.3. 

4.4. 

The  sliding  members  of  the  control  device  shall  be  long  enough  to  enable  the  brake  to  be  fully  applied,  even  when  the
trailer  is  coupled.

The  sliding  members  shall  be  protected  by  a  bellows  or  some  equivalent  device.  They  shall  either  be  lubricated  or  be
constructed  of  self-lubricating  materials.  The  surface  in  frictional  contact  shall  be  made  of  a  material  such  that  there  is
neither  electrochemical  torque  nor  any  mechanical  incompatibility  liable  to  cause  the  sliding  members  to  seize.

The  threshold  force  of  the  control  equipment  (KA)  shall  be  not  less  than  0,02  ×  g  ×  G9A,  and  not  more  than  0,04  ×  g
×  G9A.

The maximum damping force D1  may not exceed 0,10 × g × G9A  in the case of trailers with rigid drawbars and 0,067 × g
×  G9A  in  the  case  of  multi-axled  trailers  with  pivoted  drawbars.

4.5. 

The  maximum  towing  force  D2  shall  be  between  0,1  ×  g  ×  G9A  and  0,5  ×  g  ×  G9A.

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5. 

5.1. 

TESTS  AND  MEASUREMENTS  TO  BE  CARRIED  OUT  ON  THE  CONTROL  SYSTEM

Compliance  with  the  requirements  of  points  3  and  4  shall  be  verified  on  the  control  device  submitted  to  the  technical
service  conducting  the  tests.

5.2. 

The  following  shall  be  measured  in  respect  of  all  types  of  braking  systems:

5.2.1. 

The  travel  s  and  the  effective  travel  s9.

5.2.2. 

The  supplementary  force  K.

5.2.3. 

The  threshold  force  KA.

5.2.4. 

The  damping  force  D1.

5.2.5. 

The  towing  force  D2.

5.3. 

In  the  case  of  mechanical-transmission  inertia  braking  systems,  the  following  shall  be  determined:

5.3.1. 

The  reduction  ratio  iHo  measured  at  the  mid-travel  position  of  the  control.

5.3.2. 

The  force  P9  at  the  output  side  of  the  control  device  as  a  function  of  the  thrust  D  on  the  drawbar.  The  supplementary
force  K  and  the  efficiency  shall  be  derived  from  the  representative  curve  obtained  from  these  measurements.

ηH0 =

1
iH0

×

P9
D − K

(see  diagram  2  in  Appendix  1).

5.4. 

In  the  case  of  hydraulic-transmission  inertia  braking  systems,  the  following  shall  be  determined:

5.4.1. 

The  reduction  ratio  ih  measured  at  the  mid-travel  position  of  the  control.

5.4.2. 

The pressure p at the output side of the master cylinder as a function of the thrust D on the drawbar and of the surface
area  FHZ  of  the  master  cylinder  piston,  as  specified  by  the  manufacturer.  The  supplementary  force  K  and  the  efficiency
shall  be  derived  from  the  representative  curve  obtained  from  these  measurements

ηH0 =

1
ih

×

p × FHZ
D − K

(see  diagram  3  in  Appendix  1).

5.4.3. 

The  spare  travel  of  the  master  cylinder  actuator  s0  mentioned  in  point  2.2.19.

5.5. 

6. 

6.1. 

In  the  case  of  inertia  braking  systems  on  multi-axled  trailers  with  pivoted  drawbars,  the  loss  of  travel  sO  mentioned  in
point  9.4.1  shall  be  measured.

REQUIREMENTS  FOR  BRAKES

The  manufacturer  shall  make  available  to  the  technical  service  responsible  for  the  tests,  in  addition  to  the  brakes  to  be
tested, drawings of the brakes showing the type, dimensions and material of the main parts, and the make and type of the
linings.  These  drawings  shall  indicate  the  surface  area  FRZ  of  the  brake  cylinders  in  the  case  of  hydraulic  brakes.  The
manufacturer shall also indicate the maximum braking torque Mmax  which is allowed, as well as the mass GBO  mentioned
in  point  2.2.4.

6.2. 

The  braking  torque  Mmax  specified  by  the  manufacturer  shall  be  not  less  than  that  braking  torque  corresponding  to
1,2  times  the  force  P  or  1,2  times  the  pressure  p,  required  to  give  a  braking  force  of  B*  =  0,5  ×  g  ×  GBO.

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6.2.1. 

6.2.2. 

7. 

7.1. 

In the case when no overload protector is either fitted or intended to be fitted within the inertia (overrun) braking system,
the wheel brake shall be tested at 1,8 times the force P or at 1,8 times the pressure p, which is required to give a braking
force  of  B*  =  0,5  ×  g  ×  GBO.

In  the  case  when  an  overload  protector  is  fitted  or  intended  to  be  fitted  within  the  inertia  (overrun)  braking  system,  the
wheel  brake  shall  be  tested  at  1,1  times  the  force  Pmax  or  P9max  or  at  1,1  times  the  pressure  pmax  or  p9max  of  the  overload
protector  including  all  tolerances  (specified  by  the  manufacturer).

TESTS  AND  MEASUREMENTS  TO  BE  CARRIED  OUT  ON  THE  BRAKES

The brakes and items of equipment made available to the technical service responsible for the tests shall be tested to check
whether  they  conform  to  the  requirements  of  point  6.

7.2. 

The  following  shall  be  determined:

7.2.1. 

The  minimum  shoe  centre  lift  2sB*.

7.2.2. 

The  shoe  centre  lift  2sB  (which  shall  be  greater  than  2sB*).

7.2.3. 

The  braking  moment  M  as  a  function  of  the  force  P  applied  to  the  control  lever  in  the  case  of  devices  with  mechanical
transmission,  and  of  the  pressure  p  in  the  brake  cylinder  in  the  case  of  devices  with  hydraulic  transmission.

The  speed  at  which  the  braking  surfaces  rotate  shall  correspond  to  an  initial  vehicle  speed  of  60  km/h.  The  following  is
deduced  from  the  curve  obtained  from  these  measurements:

7.2.3.1. 

The  retraction  force  PO  and  the  characteristic  ρ  in  the  case  of  mechanically  actuated  brakes  (see  diagram  6  in  Appendix
1).

7.2.3.2. 

The retraction pressure po  and the characteristic ρ9 in the case of hydraulically actuated brakes (see diagram 7 in Appendix
1).

8. 

TEST  REPORTS

Where  applications  are  made  for  type-approval  of  trailers  fitted  with  inertia  braking  systems,  such  applications  are  to  be
accompanied  by  the  test  reports  relating  to  the  control  system  and  the  brakes,  as  well  as  the  test  report  on  the
compatibility between the inertia control device, the transmission and the brakes on the trailer; these reports are to include
at  least  the  particulars  shown  in  Appendices  2,  3  and  4  to  this  Annex.

9. 

9.1. 

COMPATIBILITY  OF  THE  CONTROL  DEVICE  AND  THE  BRAKES  OF  A  VEHICLE

A check shall be made on the vehicle, taking into account the characteristics of the control device (Appendix 2) and of the
brakes  (Appendix  3)  as  well  as  the  trailer  characteristics  mentioned  in  point  4  of  Appendix  4,  as  to  whether  the  inertia
braking  system  of  the  trailer  complies  with  the  requirements  laid  down.

9.2. 

General  tests  for  all  types  of  brakes

9.2.1. 

Those  parts  of  the  transmission  which  have  not  been  tested  at  the  same  time  as  the  brake  control  device  or  the  brakes
shall  be  tested  on  the  vehicle.  The  results  of  the  test  shall  be  entered  in  Appendix  4  (for  example  iH1  and  ηH1).

9.2.2. 

M a s s

9.2.2.1. 

The  maximum  mass  of  the  trailer  GA  shall  not  exceed  the  maximum  mass  G9A  for  which  the  control  device  is
authorised.

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9.2.2.2. 

The maximum mass of the trailer GA  shall not exceed the maximum mass GB  which can be braked by the joint operation
of  all  the  trailer  brakes.

9.2.3. 

F o r c e s

9.2.3.1. 

The  threshold  force  KA  shall  not  be  less  than  0,02  ×  g  ×  GA  nor  greater  than  0,04  ×  g  ×  GA.

9.2.3.2. 

The maximum damping force D1  shall not exceed 0,10 × g × GA  in the case of trailers with rigid drawbars, nor 0,067 × g
×  GA  in  the  case  of  multi-axled  trailers  with  pivoted  drawbars.

9.2.3.3. 

The  maximum  towing  force  D2  shall  be  between  0,1  ×  g  ×  GA  and  0,5  ×  g  ×  GA.

9.3. 

Test  of  braking  efficiency

9.3.1. 

The  sum  of  the  braking  forces  exerted  on  the  circumference  of  the  trailer  wheels  shall  be  at  least  B*  =  0,5  ×  g  ×  GA
including  a  rolling  resistance  of  0,01  ×  g  ×  GA.  This  represents  a  braking  force  of  B  =  0,49  ×  g  ×  GA.  In  this  case,  the
maximum  permitted  thrust  on  the  coupling  is:

D* =  0,067  ×  g  ×  GA  in  the  case  of  multi-axled  trailers  with  pivoting  drawbars,  and

D* =  0,10  ×  g  ×  GA  in  the  case  of  trailers  with  rigid  drawbars.

In  order  to  check  whether  these  conditions  are  observed,  the  following  inequalities  shall  be  applied:

9.3.1.1. 

In  the  case  of  inertia  braking  systems  with  mechanical  transmission

[B × R

ρ

+ nPo]

1
(D* − K)  ×  ηH

# iH

9.3.1.2. 

In  the  case  of  inertia  braking  systems  with  hydraulic  transmission

n  ×  ρ9 + po]
[ B × R

1
(D* − K)  ×  ηH

# ih
FHZ

9.4. 

Control  travel  test

9.4.1. 

In  the  case  of  control  devices  for  multi-axle  trailers  with  pivoted  drawbars,  of  which  the  brake  rod  system  is  dependent
upon the position of the towing device, the travel of the control s shall be greater than the effective travel of the control s9;
the  difference  in  length  shall  be  at  least  equivalent  to  the  loss  of  travel  so.  The  travel  so  shall  not  exceed  10 %  of  the
effective  travel  s9.

9.4.2. 

The  effective  travel  of  the  control  s9  shall  be  determined  in  the  following  way:

9.4.2.1. 

If  the  brake  rod  system  is  affected  by  the  relative  position  of  the  towing  device,  then

9.4.2.2. 

If  there  is  no  loss  of  travel,  then

9.4.2.3. 

In  the  case  of  hydraulic  braking  systems

s9 = s − so

s9 = s

s9 = s − s0

9.4.3. 

The  following  inequalities  shall  be  applied  in  order  to  check  whether  the  travel  of  the  control  is  adequate:

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9.4.3.1. 

In  the  case  of  inertia  braking  systems  with  mechanical  transmission:

iH #

s9
SB* × ig

9.4.3.2. 

In  the  case  of  inertia  braking  systems  with  hydraulic  transmission:

ih
FHZ

#

s9
2sB* × nFRZ × ig9

9.5. 

Additional  tests

9.5.1. 

9.5.2. 

In the case of inertia braking systems with mechanical transmission, a check shall be made as to whether the rod system by
which  the  forces  are  transmitted  from  the  control  device  is  correctly  fitted.

In  the  case  of  inertia  braking  systems  with  hydraulic  transmission,  a  check  shall  be  made  as  to  whether  the  travel  of  the
master  cylinder  actuator  reaches  a  minimum  level  of  s/ih.

A  lower  level  shall  not  be  permitted.

9.5.3. 

The general behaviour of the vehicle when braking shall be the subject of a road test carried out at different speeds, with
different  levels  of  brake  effort  and  rates  of  application;  self-excited  undamped  oscillations  shall  not  be  permitted.

10. 

GENERAL  COMMENTS

The  above  provisions  apply  to  the  latest  models  of  inertia  braking  systems  with  mechanical  or  hydraulic  transmission;  in
the case of these models, in particular, all the wheels of the trailer are fitted with the same type of brake and the same type
of  tyre.

When  testing  special  models,  the  above  requirements  shall  be  adapted.

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Appendix  1

Explanatory diagrams

Diagram 1

Symbols  valid  for  all  types  of  braking  systems

(see  point  2.2)

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Diagram 2

Mechanical transmission

(see  points  2.2.10  and  5.3.2)

ηH0 =

Px9
Dx - K

×

1
iH0

Dx

D

Diagram 3

Hydraulic transmission

(see  points  2.2.10  and  5.4.2)

ηH0 =

Px
Dx - K

×

FHZ
ih

Dx

D

P'

P'x

p

px

K

K

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Diagram 4

Brake  checks

(see  points  2.2.22  and  2.3.4)

Connecting  rod  and  cam

P

a

b

d

c

r

2r

SB*

Brake-shoe centre lift
(application travel)

ia  =

a
2b

SB*

Brake-shoe lift
(travel)

ig  =

a  ×  d
b  ×  c

Brake-shoe  centre  lift:  SB*  =  1,2  mm  +  0,2 %  ×  2r

b

Retractor

a

P
Direction of cable pull

Retractor:

ia  =

a
b

ig  =

a  ×  d
b  ×  c

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Diagram 5

Brakes  with  mechanical  transmission

(see  point  2.3)

S

1

1'

3'

3

D

P'

2'

2

2'

2

P

P

1.2. Control device

1.3. Transmission

1.4. Brakes

iH0  =

1 — 19
2 — 29

iH1  =

2 — 29
3 — 39

Diagram 6

Mechanical brake

(see  points  2.3.6  and  7.2.3.1)

Px

P

Diagram 7

Hydraulic  brake

(see  points  2.4.6  and  7.2.3.2)

Px

P

M

Mx

M

Mx

P0

P0

ρ =

Mx
Px — Po

ρ9 =

Mx
Px — Po

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Diagram 8

Hydraulic  transmission  braking  system

(see  point  2.4)

1.2. Control device

1.4. Brakes

drum brake

disc brake

disc brake

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Appendix  2

Test  report  on  the  control  device

Manufacturer  ............................................................................................................................................................................

Make  .........................................................................................................................................................................................

Type  ..........................................................................................................................................................................................

Characteristics  of  the  trailers  for  which  the  control  device  is  intended  by  the  manufacturer:

mass  G9A  = ..................... kg

permissible  vertical  static  force  at  the  head  of  the  towing  device  .....................  N

trailer  with  rigid  drawbar (1)  or  multi-axled  trailer  with  pivoted  drawbar (1)

Brief  description
(List  of  attached  plans  and  dimensional  drawings)

Main  diagram  of  the  control  device

Travel s = ..................... mm

Reduction  ratio  of  the  control  device:

in  the  case  of  a  device  with  mechanical  transmission (1)
iHo  = from ..................... to ..................... (2)

in  the  case  of  a  device  with  hydraulic  transmission (1)
ih  = from ..................... to ..................... (2)
FHZ  = ..................... cm²
travel  of  the  master  cylinder  actuator  .....................  mm

Test  results:

Efficiency

in  the  case  of  a  device  with  mechanical  transmission

in  the  case  of  a  device  with  hydraulic  transmission

ηH  = .....................

ηH  = .....................

complementary  force  K

= ..................... N

Maximum  damping  force  D1

= ..................... N

Maximum  towing  force  D2

= ..................... N

Threshold  force  KA

= ..................... N

Loss  of  travel  and  spare  travel:
where  the  position  of  the  towing  device  has  an  effect
in  the  case  of  a  device  with  hydraulic  transmission 

Effective  travel  of  the  control

s0 (1) = .....................
s0 (1) = .....................

s9

= .....................

An  overload  protector  according  to  point  3.6  of  this  Annex  is  provided/not  provided (1) 

1. 

2. 

3. 

4. 

4.1. 

4.2. 

4.3. 

5. 

6. 

7. 

8. 

8.1. 

8.2. 

9. 

9.1. 

9.2. 

9.3. 

9.4. 

9.5. 

9.6. 

9.7. 

9.8. 

9.8.1. 

If  the  overload  protector  is  fitted  before  the  transmission  lever  of  the  control  device

9.8.1.1. 

9.8.1.2. 

Threshold  force  of  the  overload  protector
DA  = ..................... N

where  the  overload  protector  is  mechanical (1)
maximum  force  P9max  which  the  inertia  control  device  can  develop
P9max/iHo  = ..................... N

(1)  Delete  as  appropriate.
(2)  Indicate  the  lengths  whose  ratio  was  used  to  determine  iHo  or  ih.

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9.8.1.3. 

where  the  overload  protector  is  hydraulic (1)
maximum  hydraulic  pressure  which  the  inertia  control  device  can  develop
p9max/iH  = ..................... N/cm²

9.8.2. 

If  the  overload  protector  is  fitted  after  the  transmission  lever  of  the  control  device

9.8.2.1. 

9.8.2.2. 

9.8.2.3. 

10. 

11. 

Threshold  force  of  the  overload  protector
where  the  overload  protector  is  mechanical (1)  DA  iHo  = ..................... N,
where  the  overload  protector  is  hydraulic (1)  DA  ih  = .....................

Where  the  overload  protector  is  mechanical (1)
maximum  force  P9max  which  the  inertia  control  device  can  develop
P9max  = ..................... N

Where  the  overload  protector  is  hydraulic (1)
maximum  hydraulic  pressure  which  the  inertia  control  device  can  develop
P9max  = ..................... N/cm²

Technical  service  which  carried  out  the  tests

The  control  device  described  above  does/does  not (1)  comply  with  the  requirements  of  points  3,  4  and  5  of  the  testing
conditions  for  vehicles  fitted  with  inertia  braking  systems.

................................................................................
Signature

(1)  Delete  as  appropriate

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Appendix  3

Test  report  on  the  brake

1. 

2. 

3. 

4. 

5. 

Manufacturer  ............................................................................................................................................................................

Make  .........................................................................................................................................................................................

Type  ..........................................................................................................................................................................................

Technically  permissible  maximum  mass  per  wheel  GBo  = ..................... kg

Maximum  braking  torque  Mmax  = ..................... Nm
(as  specified  by  the  manufacturer  according  to  point  6.2  of  this  Annex)

5.1. 

Tested  braking  torque  =  .....................  Nm
(according  to  points  6.2.1  and  6.2.2  repectively  of  this  Annex)

6. 

7. 

8. 

9. 

9.1. 

9.2. 

9.3. 

9.4. 

9.5. 

9.6. 

9.6.1. 

9.7. 

10. 

11. 

Dynamic  tyre  rolling  radius
Rmin  = ..................... m; Rmax  = ..................... m

Brief  description
(List  of  plans  and  dimensional  drawings)

Main  diagram  of  the  brake:

Test  result:

Mechanical brake (1)

Reduction  ration
ig  = ..................... (2)

Half  shoe  centre  lift
sB  = ..................... mm

Half  minimum  shoe  centre  lift
*  = ..................... mm
sB

Withdrawal  force
P0  = ..................... N

Coefficient
ρ  = ..................... m

An  overload  protector  according  to  point  3.6  of
this  Annex  is/is  not  provided (1)

9.1a. 

9.2a. 

9.3a. 

9.4a. 

9.4a. 

9.6a. 

Hydraulic brake (1)

Reduction  ration
ig9  = ..................... (2)

Half  shoe  centre  lift
sB  = ..................... mm

Half  minimum  shoe  centre  lift
*  = ..................... mm
sB

Withdrawal  pressure
p0  = ..................... bar

Coefficient
ρ9  = ..................... m  cm²

An  overload  protector  according  to  point  3.6  of
this  Annex  is/is  not  provided (1)

Braking  torque  activating  the  overload  protector
MA  = ..................... Nm

9.6.1a. 

Braking  torque  activating  the  overload  protector
MA  = ..................... Nm

Maximum  permissible  force  for  Mmax
Pmax  = ..................... N

9.7a. 

9.8a. 

9.9a. 

Maximum  permissible  pressure  for  Mmax
pmax  = ..................... N/cm²

Surface  area  of  wheel  cylinder
FRZ  = ..................... cm²

(for  disc  brakes)
Fluid  volume  absorption
V60  = ..................... cm²

Technical  Service  which  carried  out  the  test

The  above  brake  does/does  not (1)  conform  to  the  requirements  of  points  3  and  6  of  the  testing  conditions  for  vehicles
fitted  with  inertia  braking  systems  described  in  this  Annex.
The  brake  may/may  not (1)  be  used  for  an  inertia  braking  system  without  an  overload

................................................................................
Signature

(1)  Delete  as  appropriate.
(2)  Indicate  the  lengths  which  have  been  used  to  determine  ig  or  ig9.

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Test  report  on  the  compatibility  of  the  control  device,  the  transmission  and  the  brakes

Appendix  4

1. 

Control  device

described  in  the  attached  test  report  (see  Appendix  2)

Reduction  ratio  selected:
iHo (1) = ............... (2)  or  ih (1) = .............. (2)
(shall  be  between  the  limits  specified  in  Appendix  2,  point  8.1  or  8.2)

2. 

Brakes

described  in  the  attached  test  report  (see  Appendix  3)

3. 

3.1. 

3.2. 

4. 

4.1. 

4.2. 

4.3. 

4.4. 

4.5. 

4.6. 

4.7. 

4.8. 

5. 

5.1. 

5.2. 

5.3. 

5.4. 

Transmission  devices  on  the  trailer

Brief  description  with  main  diagram

Reduction  ratio  and  efficiency  of  the  mechanical  transmission  device  on  the  trailer

iHl (2)  =  ......................................................................................................................................................................................
ηHl  =  ..........................................................................................................................................................................................

Trailer

Manufacturer:

Make:

Type:

Type  of  drawbar  connection:
single-axled  trailer  with  rigid  drawbar/multi-axled  trailer  with  pivoted  drawbar (1)

Number  of  brakes  n  =  ...............

Technically  permissible  maximum  mass  GA  = ............... kg

Dynamic  tyre  rolling  radius  R  =  ...............  m

Permissible  force  on  the  coupling D* = 0,10 ×  g  ×  GA  = ............... N
or

Required  braking  force

Braking  force

D* = 0,067  ×  g  ×  GA  = ............... N
×  g  ×  GA  = ............... N
B*  = 0,5
B  = 0,49 ×  g  ×  GA  = ............... N

Compatibility  Test  results

Stress  threshold  100  KA/g  ×  GA  ...............................................................................................................................................
(shall  be  between  2  and  4)

Maximum  compressive  force  100  D1/(g  ×  GA)  ........................................................................................................................
(shall  not  exceed  10  for  trailers  with  rigid  drawbar,  or,  6,7  for  multi-axled  trailers  with  pivoted  drawbar)

Maximum  tractive  force  100  D2/(g  ×  GA)  ...............................................................................................................................
(shall  be  between  10  and  50)

Technically  permissible  maximum  mass  for  the  inertia  control  device  GA9  ............... kg
(shall  not  be  less  than  GA)

(1)  Delete  as  applicable.
(2)  Indicate  the  lengths  which  have  been  used  to  determine  iho,  ih  or  iHl.

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5.5. 

5.6. 

5.6.1. 

5.6.1.1. 

5.6.1.2. 

5.6.1.3. 

5.6.1.4. 

5.7. 

5.7.1. 

5.7.2. 

5.7.3. 

5.7.4 

5.8. 

5.8.1. 

5.8.2. 

5.8.3. 

Technically  permissible  maximum  mass  for  all  trailer  brakes
GB  =  n  ×  GBo  = ............... kg
(shall  not  be  less  than  GA)

Maximum  braking  torque  of  the  brakes
n  ×  Mmax/(B  ×  R)  =  .................................................................................................................... ..............................................
(shall  be  equal  to  or  greater  than  1,2)

An overload protector within the meaning of point 3.6 of this Annex is/is not (1) fitted on the inertia control device/on the
brakes (1)

Where  the  overload  protector  is  mechanical  on  the  inertia  control  device (1)
n  ×  Pmax/(iHl  ×  ηHl  ×  P9max)  =  ........................................................................................................................... .........................
(shall  be  equal  or  greater  than  1,0)

where  the  overload  protector  is  hydraulic  on  the  inertia  control  device (1)
Pmax/P9max  =  ...............................................................................................................................................................................
(shall  be  equal  or  greater  than  1,0)

if  the  overload  protector  is  on  the  inertia  control  device:
threshold  force  DA/D*  =  ...........................................................................................................................................................
(shall  be  equal  or  greater  than  1,2)

if  the  overload  protector  is  fitted  on  the  brake:
threshold  torque  n  MA/(B  ×  R)  =  ............................................................................................................................................
(shall  be  equal  or  greater  than  1,2)

Inertia  braking  system  with  mechanical  transmission (1)

iH  =  iHo  ×  iHl  =  ..........................................................................................................................................................................
ηH  =  ηHo  ×  ηHl  =  ......................................................................................................................................................................

[B × R

ρ

+ n × Po]

1
(D* — K)  ×  ηH

=

(shall  not  be  greater  than  iH).

....................................................................................................................................

s9
SB* × ig

= ..................................................................................................................................................................................

Inertia  braking  system  with  hydraulic  transmission (1)

ih/FHZ  =  ......................................................................................................................................................................................

n  ×  ρ9 + Po]
[ B × R

1
(D* — K)  ×  ηH

= .............................................................................................................................................

(shall  be  not  greater  than  ih/FHZ)

s9

2sB* × n × FRZ × ig9 = ...........................................................................................................................................................
(shall  be  not  less  than  ih/FHZ)

5.8.4. 

s/ih  =  ..........................................................................................................................................................................................

(shall  be  not  greater  than  the  travel  of  the  master  cylinder  actuator  as  specified  in  point  of  Appendix  2)

6. 

7. 

Technical  Service  which  carried  out  the  tests

The inertia braking system described above does/does not(1) comply with the requirements of points 3 to 9 of the testing
conditions  for  vehicles  fitted  with  inertia  braking  systems.

............................................................................................
Signature

(1)  Delete  as  appropriate.

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ANNEX  IX

Type-approval  documentation

Appendix  1

MODEL

(maximum  format:  A4  (210  ×  297  mm))

EC  TYPE-APPROVAL  CERTIFICATE

Stamp  of  administration

Communication  concerning  the
—  type  approval (1)
—  extension  of  type  approval (1)
—  refusal  of  type  approval (1)
—  withdrawal  of  type  approval (1)
of  a  type  of  a  vehicle/component/separate  technical  unit (1)  with  regard  to  Directive  71/320/EC,  as  last  amended  by  Directive
98/12/EF.

Type-approval  number:  .......................................................................................

Reason  for  extension:  .........................................................................................

SECTION  I

0.1.  Make  (trade  name  of  manufacturer):
0.2.  Type:
0.3.  Means  of  identification  of  type  if  marked  on  the  vehicle/component/separate  technical  unit (1) (2):
0.3.1.  Location  of  that  marking:
0.4.  Category  of  vehicle (1) (3):
0.5.  Name  and  address  of  manufacturer:

0.7. 

In  the  case  of  components  and  separate  technical  units,  location  and  method  of  affixing  of  the  EC  approval  mark:

0.8.  Adress(es)  of  assembly  plant(s):

SECTION  II

1.  Additional  information  (where  applicable):  See  Addendum

2.  Technical  service  responsible  for  carrying  out  the  tests:

3.  Date  of  test  report:

4.  Number  of  test  report:

5.  Remarks  (if  any):  See  Addendum

6.  Place:

7.  Date:

8.  Signature:

9.  The  index  to  the  information  package  lodged  with  the  approval  authority,  which  may  be  obtained  on  request,  is  attached.

(1)  Delete  where  not  applicable.
(2)  If the means of identification of type contains characters not relevant to describe the vehicle, component or separate technical unit types covered by this

type-approval  certificate  such  characters  shall  be  represented  in  the  documentation  by  the  symbol  ‘?’  (e.  g.  ABC?123?).

(3)  As  defined  in  Annex  II  (A)  to  Directive  70/156/EEC.

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to EC type-approval certificate No . . . concerning the type-approval of a vehicle with regard to Directive 71/320/EEC as last amended
by  Directive  98/12/EC

Addendum

1. 

ADDITIONAL  INFORMATION

1.1. 

Mass  of  vehicle

1.1.1. 

Maximum  mass  of  vehicle:  .......................................................................................................................................................

1.1.2. 

Minimum  mass  of  vehicle:  .......................................................................................................................................................

1.1.3. 

Distribution  of  the  mass  on  each  axle  (maximum  value):  ......................................................................................................

1.2. 

Make  and  type  of  brake  linings:  ..............................................................................................................................................

1.2.1. 

Alternative  brake  linings:  ..........................................................................................................................................................

1.2.2. 

Approval  test  method:  vehicle  test/Annex  XII/other (1)  ...........................................................................................................

1.3. 

In  the  case  of  a  motor  vehicle:

1.3.1. 

Engine  type:  ..............................................................................................................................................................................

1.3.2. 

If  applicable (1),  maximum  mass  of  trailer  which  may  be  coupled:  .......................................................................................

1.3.2.1. 

full  trailer:  .................................................................................................................................................................................

1.3.2.2. 

semi-trailer:  ...............................................................................................................................................................................

1.3.2.3. 

centre-axle  trailer:  indicate  also  the  maximum  ratio  of  the  coupling  overhang (2)  to  the  wheelbase:  ..................................

1.3.2.4. 

maximum  mass  of  the  combination:  ........................................................................................................................................

1.3.2.5. 

O1  trailer: braked/unbraked (1)  .................................................................................................................................................

1.3.2.6. 

vehicle  is/is  not (1)  equipped  to  tow  trailers  with  electrical  braking  system  ...........................................................................

1.3.2.7. 

vehicle  is/is  not (1)  equipped  to  tow  trailers  with  anti-lock  braking  systems  .........................................................................

1.4. 

Tyre dimensions:

1.4.1. 

Temporary-use  spare  wheel/tyre  dimensions:  ...........................................................................................................................

1.4.2. 

Vehicle  meets  the  requirements  of  Annex  XIII:  yes/no (1)  ......................................................................................................

1.5. 

1.6. 

Number  and  arrangement  of  axles:  .........................................................................................................................................

Brief  description  of  the  braking  equipment:  ............................................................................................................................

(1)  Delete  as  appropriate.
(2)  ‘Coupling  overhang’  is  the  horizontal  difference  between  the  coupling  for  centre-axle  trailers  and  the  centre-line  of  the  rear

axle(s).

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1.7. 

Distribution  of  braking  among  the  axles  of  a  vehicle:  ...........................................................................................................

1.7.1. 

Does  the  vehicle  fulfil  the  requirements  contained  in  the  Appendix  to  Annex  II:  yes/no (1)

1.7.2. 

Information  required  in  point  7.3  of  the  Appendix  to  Annex  II:  ..........................................................................................

1.8. 

Vehicles  equipped  with  anti-lock  braking  systems

1.8.1. 

Motor  vehicles

1.8.1.1. 

Does  the  vehicle  fulfil  the  requirements  contained  in  Annex  X:  yes/no (1)

1.8.1.2. 

Category  of  anti-lock  braking  system:  Category  1/2/3 (1)

1.8.2. 

Trailers

1.8.2.1. 

Does  the  vehicle  fulfil  the  requirements  contained  in  Annex  X:  yes/no (1)

1.8.2.2. 

Category  of  anti-lock  braking  system:  Category  A/B (1)

1.8.2.3. 

Where  an  Annex  XIV  test  report  has  been  utilised,  the  test  report  number  shall  be  stated:  ...............................................

1.9. 

Trailers  with  electrical  braking  systems

1.9.1. 

Does  the  vehicle  fulfil  the  requirements  in  Annex  XI:  yes/no (1)  ............................................................................................

5. 

Remarks:  ...................................................................................................................................................................................

(1)  Delete  as  appropriate.

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1. 

Mass  of  vehicle  at  the  time  of  testing  on  the  following:

Appendix  2

Test  report

unladen  (kg)

laden  (kg)

Total

Test  speed  km/h

Measured  performance

Measured  force  applied
to  the  control  (N)

King  pin  supporting  load (1)

Axle  No  1 (2)

Axle  No  2

Axle  No  3

Axle  No  4

2. 

Result  of  the  tests:

Test

2.1. 

Type  0  tests,  engine  disconnected  service  braking
secondary  braking

2.2. 

Type  0  test  engine  connected  service  braking  in
accordance  with  Annex  II,  point  2.1.1.1.1 (2)

2.3. 

Type  I  tests  with  repeated  braking (3)

with  continuous  braking (4)

2.4. 

Type  II  or  Type  IIA  tests,  as  appropriate

2.4.1. 

Type  III  test (4)

(1)  In  the  case  of  a  semi-trailer  or  a  centre-axle  trailer,  enter  the  mass  correspoding  to  the  load  on  the  coupling  device.
(2)  Delete  as  appropriate.
(3)  Applies  only  to  motor  vehicles.
(4)  Applies  only  to  trailers.

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2.5. 

Braking  system(s)  used  during  the  Type  II/IIA  or  Type  III (1)  test:

2.6. 

Reaction  time  and  dimensions  of  flexible  pipes

2.6.1. 

Reaction  time  at  the  brake  actuator  ......  sec.

2.6.2. 

Reaction  time  at  the  control  line  coupling  head  ......  sec.

2.6.3. 

Flexible  pipes  of  tractive  units  for  semi-trailers:

— length:  ...  m

— internal  diameter  ...  mm

2.7. 

Cases  in  which  Type  I  and/or  II  (or  IIA)  or  Type  III  tests  do  not  have  to  be  carried  out  (Annex  VII):

2.7.1. 

Type-approval  number  of  the  reference  vehicle 

2.7.2.

2.7.3.

Vehicle  axles

Mass  per  axle (*)

Required  braking
force  to  the  wheels

Speed

Mass  per  axle (*)

Reference  axles

Actual braking
force
developed  at  the
wheels

Speed

kg

N

km/h

kg

N

km/h

Axle  1

Axle  2

Axle  3

Axle  4

(*) This  is  the  technically  permissible  maximum  mass  per  axle.

Maximum  mass  of  the  vehicle  submitted  for  type-approval

Required  braking  force  to  the  wheels

Required  retarding  torque  on  the  main  shaft  of  the  brake

Retarding  torque  obtained  on  the  main  shaft  of  the  brake  (according  to  diagram)

. . .  kg

. . .  N

. . .  Nm

. . .  Nm

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2.7.4.

Reference  axle  ...

Brake  forces  per  axle  (N)

(see  point  4.2,  Appendix  1  of  Annex  VII)

Axle  1

Axle  2

Axle  3

Predicted  actuator  stroke  (mm)

(see  point  4.3.1.1,  Appendix  1  of  Annex  VII)

Axle  1

Axle  2

Axle  3

Average  output  thrust  (N)

(see  point  4.3.1.2,  Appendix  1  of  Annex  VII)

Axle  1

Axle  2

Axle  3

Braking  performance  (N)

(see  point  4.3.1.4,  Appendix  1  of  Annex  VII)

Axle  1

Axle  2

Axle  3

Braking  performance  of  vehicle
(see  point  4.3.2,  Appendix  1  of  Annex  VII)

Hot  braking  requirements
(see  point  1.3.3  and  1.6.2  of  Annex  II)

Report
No  ...

Type  I

Date ...
(copy  attached)

Type  III

T1  =  ..........  %  Pe

T1  =  ..........  %  Pe

T2  =  ..........  %  Pe

T2  =  ..........  %  Pe

T3  =  ..........  %  Pe

T3  =  ..........  %  Pe

S1  = ..........

S2  = ..........

S3  = ..........

S1  = ..........

S2  = ..........

S3  = ..........

ThA1  = ..........

ThA1  = ..........

ThA2  = ..........

ThA2  = ..........

ThA3  = ..........

ThA3  = ..........

T1  = ..........

T1  = ..........

T2  = ..........

T2  = ..........

T3  = ..........

T3  = ..........

Type  0
subject
trailer  test
result  (E)

Type  I
(predicted)
hot

Type  III
(predicted
hot

$  0,36
and
$  0,6  E

$  0,40
and
$  0,6  E

3. 

3.1. 

3.2. 

3.3. 

Reservoirs  and  energy  sources  using  compressed-air:

Total  volume  of  the  brake  reservoirs  .......................................................................................................................................

Value  p2  declared  by  manufacturer  ..........................................................................................................................................

Pressure  in  the  reservoir  after  a  test  of  eight  brake  applications  ...........................................................................................

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3.4. 

3.5. 

3.6. 

3.7. 

4. 

4.1. 

5. 

5.1. 

Charging  time  T1  ......................................................................................................................................................................

Charging  time  T2  ......................................................................................................................................................................

Total  volume  of  the  reservoirs  of  auxiliary  systems  ...............................................................................................................

Charging  time  T3  ......................................................................................................................................................................

Automatic  braking  on  trailers  with  compressed-air  braking  system

Braking  rate  achieved  ...............................................................................................................................................................

Trailers  with  electrical  braking  system

Braking  rate  achieved  ...............................................................................................................................................................

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Appendix  3

List  of  vehicle  data  for  the  purpose  of  approvals  pursuant  to  Annex  XV

Description  of  the  vehicle  type

Trade  name  or  mark  of  the  vehicle,  if  available:

Vehicle category:

Vehicle  type  according  to  Annex  IX,  Appendix  1:

Models  or  trade  names  of  vehicles  constituting  the  vehicle  type,  if  available:

Manufacturer’s  name  and  address:

Make  and  type  of  brake  linings

Brake  linings  tested  to  all  relevant  prescriptions  of  Annex  II:

Brake  linings  tested  to  Annex  XII:

Minimum  mass  of  vehicle:

Distribution  of  mass  of  each  axle  (minimum  value):

Maximum  mass  of  vehicle:

Distribution  of  mass  of  each  axle  (maximum  value):

Maximum  vehicle  speed:

Tyre  and  wheel  dimensions:

Brake  circuit  configuration  (e.g.  front/rear  or  diagonal  split):

Declaration  of  which  system  is  the  secondary  braking  system:

Specifications  of  brake  valves  (if  applicable)

Adjustment  specifications  of  the  load  sensing  valve:

Setting  of  pressure  valve:

Designed  brake  force  distribution:

Specification  of  brake

1. 

1.1. 

1.2. 

1.3. 

1.4. 

1.5. 

2. 

2.1. 

2.2. 

3. 

3.1. 

4. 

4.1. 

5. 

6. 

7. 

8. 

9. 

9.1. 

9.2. 

10. 

11. 

11.1. 

Disc  brake  type

(e.g.  number  of  pistons  with  diameter(s),  ventilated  or  solid  disc):

11.2. 

Drum  brake  type

(e.g.  simplex/duplex,  with  piston  size  and  drum  dimensions):

11.3. 

In  the  case  of  compressed  air  brake  systems,  e.g.  type  and  size  of  chambers,  levers,  etc.:

12. 

13. 

Master  cylinder  type  and  size:

Booster  type  and  size:

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ANNEX  X

Test  requirements  for  vehicles  with  anti-lock  braking  systems

1. 

GENERAL

1.1. 

1.2. 

This Annex defines the required braking performance for road vehicles fitted with anti-lock braking systems. In addition,
motor  vehicles  which  are  authorised  to  tow  a  trailer,  and  trailers  equipped  with  compressed-air  braking  systems,  shall,
when  the  vehicles  are  laden,  meet  the  requirements  for  compatibility  set  out  in  the  Appendix  to  point  1.1.4.2  of
Annex  II.

The anti-lock braking systems known at present comprise a sensor or sensors, a controller or controllers and a modulator
or  modulators.  Any  systems  of  a  different  design  which  may  be  introduced  in  the  future  will  be  deemed  to  be  anti-lock
braking  systems  within  the  meaning  of  this  Annex  and  the  Appendix  to  point  1.1.4.2  of  Annex  II,  if  they  provide
performances  equal  to  those  prescribed  by  this  Annex.

2. 

DEFINITIONS

2.1. 

2.2. 

2.3. 

2.4. 

2.5. 

2.6. 

An  ‘anti-lock  braking  system’  is  part  of  a  service  braking  system  which  automatically  controls  the  degree  of  slip,  in  the
direction  of  rotation  of  the  wheel(s),  on  one  or  more  wheels  of  the  vehicle  during  braking.

‘Sensor’ means a component designed to identify and transmit to the controller the conditions of rotation of the wheel(s)
or  the  dynamic  conditions  of  the  vehicle.

‘Controller’ means a component designed to evaluate the data transmitted by the sensor(s) and to transmit a signal to the
modulator.

‘Modulator’  means  a  component  designed  to  vary  the  braking  force(s)  in  accordance  with  the  signal  received  from  the
controller.

‘Directly controlled wheel’ means a wheel whose braking force is modulated according to data provided at least by its own
sensor (1).

‘Indirectly controlled wheel’ means a wheel whose braking force is modulated according to data provided by the sensor(s)
of  other  wheel(s) (1).

3. 

TYPES  OF  ANTI-LOCK  BRAKING  SYSTEMS

3.1. 

A  motor  vehicle  shall  be  deemed  to  be  equipped  with  an  anti-lock  braking  system  within  the  meaning  of  point  1  of  the
Appendix  to  point  1.1.4.2  of  Annex  II,  if  one  of  the  following  systems  is  fitted:

3.1.1. 

C a t e g o r y   1   a n t i - l o c k   b r a k i n g   s y s t e m :

A  vehicle  equipped  with  a  category  1  anti-lock  braking  system  shall  meet  all  the  relevant  requirements  of  this  Annex.

3.1.2. 

C a t e g o r y   2   a n t i - l o c k   b r a k i n g   s y s t e m :

A  vehicle  equipped  with  a  category  2  anti-lock  braking  system  shall  meet  all  the  relevant  requirements  of  this  Annex,
except  those  of  point  5.3.5.

(1)  Anti-lock  braking  systems  with  ‘select-high’  control  are  deemed  to  include  both  directly  and  indirectly  controlled  wheels;  in  systems  with  ‘select-low’

control,  all  sensed  wheels  are  deemed  to  be  directly  controlled  wheels.

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3.1.3. 

C a t e g o r y   3   a n t i - l o c k   b r a k i n g   s y s t e m :

A  vehicle  equipped  with  a  category  3  anti-lock  braking  system  shall  meet  all  the  relevant  requirements  of  this  Annex
except those of points 5.3.4 and 5.3.5. On such vehicles, any individual axle (or bogie) which does not include at least one
directly controlled wheel shall fulfil the conditions of adhesion utilisation and the wheel-locking sequence of the Appendix
to  point  1.1.4.2.  of  Annex  II,  instead  of  the  adhesion  utilisation  requirements  prescribed  in  point  5.2  of  this  Annex.
However,  if  the  relative  positions  of  the  adhesion  utilisation  curves  do  not  meet  the  requirements  of  point  3.1.1  of  the
Appendix to point 1.1.4.2 of Annex II, a check shall be made to ensure that the wheels on at least one of the rear axles do
not lock before those on the front axle or axles under the conditions prescribed in points 3.1.1 and 3.1.4 of the Appendix
to point 1.1.4.2 of Annex II with regard to the braking rate and the load respectively. These requirements may be checked
on  high-  or  low-adhesion  road  surfaces  (about  0,8  and  0,3  maximum)  by  modulating  the  service  braking  control  force.

3.2. 

A trailer shall be deemed to be equipped with an anti-lock braking system within the meaning of point 1 of the Appendix
to  point  1.1.4.2  of  Annex  II,  when  at  least  two  wheels  on  opposite  sides  of  the  vehicle  are  directly  controlled  and  all
remaining wheels are either directly or indirectly controlled by the anti-lock braking system. In the case of full trailers, at
least  two  wheels  on  one  front  axle  and  two  wheels  on  one  rear  axle  shall  be  directly  controlled  with  each  of  these  axles
having at least one independent modulator and all remaining wheels are either directly or indirectly controlled. In addition,
the  anti-lock  equipped  trailer  shall  meet  one  of  the  following  conditions:

3.2.1. 

C a t e g o r y   A   a n t i - l o c k   b r a k i n g   s y s t e m :

A  trailer  equipped  with  a  category  A  anti-lock  braking  system  shall  meet  all  the  relevant  requirements  of  this  Annex.

3.2.2. 

C a t e g o r y   B   a n t i - l o c k   b r a k i n g   s y s t e m :

A  trailer  equipped  with  a  category  B  anti-lock  braking  system  shall  meet  all  the  relevant  requirements  of  this  Annex,
except  point  6.3.2.

4. 

GENERAL  REQUIREMENTS

4.1. 

4.1.1. 

4.1.2. 

4.2. 

Any  electrical  failure  or  sensor  anomaly  that  affects  the  system  with  respect  to  the  functional  and  performance
requirements  in  this  Annex,  including  those  in  the  supply  of  electricity,  the  external  wiring  to  the  controller(s),  the
controller(s) (2)  and  the  modulator(s)  shall  be  signalled  to  the  driver  by  a  specific  optical  warning  signal.

The warning signal shall light up when the anti-lock braking system is energised and, with the vehicle stationary, it shall
be  verified  that  none  of  the  above-mentioned  defects  are  present  before  extinguishing  the  signal.

The static sensor check may verify that a sensor was not functioning the last time that the vehicle was at a speed greater
than 10 km/h (3). Also during this verification phase, the electrically controlled pneumatic modulator valve(s) shall cycle at
least  once.

Motor  vehicles  equipped  with  an  anti-lock  braking  system  and  authorised  to  tow  a  trailer  equipped  with  such  a  system,
with  the  exception  of  vehicles  of  categories  M1  and  N1,  shall  be  fitted  with  a  separate  optical  warning  signal  for  the
anti-lock  braking  system  of  the  trailer,  meeting  the  requirements  of  point  4.1  of  this  Annex.

4.2.1. 

This warning signal shall not light up when a trailer without an anti-lock braking system is coupled or when no trailer is
coupled.  This  function  shall  be  automatic.

4.3. 

The abovementioned optical warning signal(s) shall be visible even in daylight and it shall be easy for the driver to check
that  they  are  in  working  order.

(2)  Until  uniform  test  procedures  have  been  agreed,  the  manufacturer  shall  provide  the  technical  service  with  an  analysis  of  potential  failures  within  the
controller(s)  and  their  effects.  This  information  shall  be  subject  to  discussion  and  agreement  between  the  technical  service  and  the  vehicle
manufacturer.

(3)  The warning signal may light up again while the vehicle is stationary, provided that it is extinguished before the vehicle speed reaches 10 km/h when no

defect  is  present.

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4.4. 

4.5. 

Except for vehicles of categories M1  and N1, O1  and O2, the electrical connections used for the anti-lock braking systems
of towing vehicles and trailers shall be effected by a special connector conforming to ISO Standard 7638-1985 or ISO/DIS
Standard  7638-1996 (4).

In the event of a failure of the anti-lock braking system, the residual braking performance shall be that prescribed for the
vehicle in question in the event of a failure of a part of the transmission of the service braking system (see point 2.2.1.4 of
Annex I). This requirement shall not be construed as a departure from the requirements concerning secondary braking. In
the case of trailers, the residual braking performance in the event of a defect in the anti-lock braking system according to
point  4.1  of  this  Annex  shall  be  at  least  80 %  of  the  laden  prescribed  performance  for  the  service  braking  system  of  the
relevant trailer.

4.6. 

The  operation  of  the  system  shall  not  be  adversely  affected  by  magnetic  or  electrical  fields (5).

4.7. 

4.7.1. 

4.7.2. 

4.7.3. 

4.7.4. 

4.7.5. 

A manual device may not be provided to disconnect or change the control mode (6) of the anti-lock braking system, except
on  off-road  motor  vehicles  of  categories  N2  or  N3.  Where  a  device  is  fitted  to  N2  or  N3  off-road  motor  vehicles,  the
following  conditions  shall  be  met:

the motor vehicle with the anti-lock braking system disconnected or the control mode changed by the device referred to in
point  4.7  above  shall  satisfy  all  the  relevant  requirements  in  the  Appendix  to  point  1.1.4.2  of  Annex  II;

an  optical  warning  signal  shall  inform  the  driver  that  the  anti-lock  braking  system  has  been  disconnected  or  the  control
mode  changed;  the  anti-lock  failure  warning  signal  may  be  used  for  this  purpose;

the anti-lock braking system shall automatically be reconnected/returned to on-road mode when the ignition (start) device
is  again  set  to  the  ‘on’  (run)  position;

the  vehicle  user’s  handbook  provided  by  the  manufacturer  should  warn  the  driver  of  the  consequences  of  manual
disconnection  or  mode  change  of  the  anti-lock  braking  system;

the device referred to in point 4.7 above may, in conjunction with the towing vehicle, disconnect/change the control mode
of  the  anti-lock  braking  system  of  the  trailer;  a  separate  device  for  the  trailer  alone  is  not  permitted.

5. 

SPECIAL  PROVISIONS  CONCERNING  MOTOR  VEHICLES

5.1. 

Energy  consumption

Braking  systems  equipped  with  anti-lock  braking  systems  shall  maintain  their  performance  when  the  service  braking
control  device  is  fully  applied  for  long  periods.  Compliance  with  the  requirement  shall  be  verified  by  means  of  the
following  tests:

5.1.1. 

T e s t   p r o c e d u r e

5.1.1.1. 

The  initial  energy  level  in  the  energy  storage  device(s)  shall  be  that  specified  by  the  manufacturer.  This  level  shall  be  at
least such as to ensure the efficiency prescribed for service braking when the vehicle is laden. The energy storage device(s)
for  pneumatic  auxiliary  equipment  shall  be  isolated.

(4)  The wiring specification of point 6.2 of ISO 7638-1985 or point 5.4 of ISO/DIS standard 7638-1996 for the trailer may only be reduced if the trailer is

equipped  with  its  own  independent  fuse.  The  rating  of  the  fuse  shall  be  such  that  the  current  rating  of  the  conductors  is  not  exceeded.
With  the  exception  of  vehicles  of  categories  N3  and  O4,  and  until  a  uniform  international  standard  has  been  agreed,  the  electrical  connection  between
towing  vehicles  and  trailers  equipped  with  a  12  volt  electrical  system  shall  conform  with  DIN  standard  72570,  Part  4.

(5)  This shall be demonstrated by compliance with the technical requirements laid down in Council Directive 72/245/EEC (OJ L 152, 6.7.1972, p. 15), as

last  amended  by  Directive  95/54/EC  (OJ  L  266,  3.11.1995,  p.  1).

(6)  It  is  understood  that  devices  changing  the  control  mode  of  the  anti-lock  braking  system  are  not  subject  to  point  4.7  if  in  the  changed  control  mode
condition  all  requirements  for  the  category  of  anti-lock  braking  system,  with  which  the  vehicle  is  equipped,  are  fulfilled.  However,  in  this  case  points
4.7.2,  4.7.3  and  4.7.4  shall  be  met.

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5.1.1.2. 

From an initial speed of not less than 50 km/h, on a surface with a coefficient of adhesion of 0,3 (7) or less, the brakes of
the  laden  vehicle  shall  be  fully  applied  for  a  time  t,  during  which  time  the  energy  consumed  by  the  indirectly  controlled
wheels  shall  be  taken  into  consideration  and  all  directly  controlled  wheels  shall  remain  under  control  of  the  anti-lock
braking  system  throughout  that  time.

5.1.1.3. 

The  vehicle’s  engine  shall  be  then  stopped  or  the  supply  to  the  energy  storage  device(s)  cut  off.

5.1.1.4. 

The  service  braking  control  shall  be  then  fully  actuated  four  times  in  succession  with  the  vehicle  stationary.

5.1.1.5. 

When  the  control  is  applied  for  the  fifth  time,  it  shall  be  possible  to  brake  the  vehicle  with  at  least  the  performance
prescribed  for  secondary  braking  of  the  laden  vehicle.

5.1.1.6. 

During the tests, in the case of a motor vehicle authorised to tow a trailer equipped with a compressed-air braking system,
the supply line shall be blocked of and an energy storage device of 0,5 litre capacity shall be connected to the control line
(in accordance with point 1.2.2.3 of Annex IV, section A). When the brakes are applied for the fifth time, as provided in
point  5.1.1.5,  the  energy  level  supplied  to  the  control  line  shall  not  be  below  half  the  level  obtained  at  a  full  application
starting  with  the  initial  energy  level.

5.1.2. 

A d d i t i o n a l   r e q u i r e m e n t s

5.1.2.1. 

The coefficient of adhesion of the road surface is measured with the vehicle in question, by the method described in point
1.1  of  Appendix  2  to  this  Annex.

5.1.2.2. 

The  braking  test  shall  be  conducted  with  the  engine  disconnected  and  idling,  and  with  the  vehicle  laden.

5.1.2.3. 

The  braking  time  t  shall  be  determined  by  the  formula:

t =

Vmax
7

(but  not  less  than  15  seconds)

where  t  is  expressed  in  seconds  and  vmax  represents  the  maximum  design  speed  of  the  vehicle  expressed  in  km/h,  with  an
upper  limit  of  160  km/h.

5.1.2.4. 

If  the  time  t  cannot  be  completed  in  a  single  braking  phase,  further  phases  may  be  used,  up  to  a  maximum  of  four  in
all.

5.1.2.5. 

If the test is conducted in several phases, no fresh energy shall be supplied between the phases of the test. From the second
phase,  the  energy  consumption  corresponding  to  the  initial  brake  application  may  be  taken  into  account,  by  subtracting
one full brake application from the four full applications prescribed in point 5.1.1.4 (and 5.1.1.5, 5.1.1.6 and 5.1.2.6) of
this  Annex  for  each  of  the  second,  third  and  fourth  phases  used  in  the  test  prescribed  in  point  5.1.1  of  this  Annex  as
applicable.

5.1.2.6. 

The  performance  prescribed  in  point  5.1.1.5  shall  be  deemed  to  be  satisfied  if,  at  the  end  of  the  fourth  application,  with
the vehicle stationary, the energy level in the storage device(s) is at or above that required for secondary braking with the
laden vehicle.

5.2. 

Utilisation  of  adhesion

5.2.1. 

The  utilisation  of  adhesion  by  the  anti-lock  braking  system  takes  into  account  the  actual  increase  in  braking  distance
beyond  the  theoretical  minimum.  The  anti-lock  braking  system  shall  be  deemed  to  be  satisfactory  when  the  condition

is  satisfied,  where  (cid:229)  represents  the  adhesion  utilised,  as  defined  in  point  1.2  of  Appendix  2  to  this  Annex.

(cid:229)  $  0,75

(7)  Until such test surfaces become generally available, tyres at the limit of wear, and higher values up to 0,4 may be used at the discretion of the technical

service.  The  actual  value  obtained  and  the  type  of  tyres  and  surface  shall  be  recorded.

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5.2.2. 

5.2.3. 

5.2.4. 

5.2.5. 

The  adhesion  utilisation  ((cid:229))  shall  be  measured  on  road  surfaces  with  a  coefficient  of  adhesion  of  0,3 (7)  or  less,  and  of
about  0,8  (dry  road),  with  an  initial  speed  of  50  km/h.  To  eliminate  the  effects  of  differential  brake  temperatures  it  is
recommended  that  ZAL  be  determined  prior  to  the  determination  of  k.

The test procedure to determine the coefficient of adhesion (k) and the formulae for calculation of the adhesion utilisation
((cid:229))  shall  be  those  laid  down  in  Appendix  2  to  this  Annex.

The utilisation of adhesion by the anti-lock braking system shall be checked on complete vehicles equipped with anti-lock
braking systems of categories 1 or 2. In the case of vehicles equipped with category 3 anti-lock braking systems, only the
axle(s)  with  at  least  one  directly  controlled  wheel  shall  satisfy  this  requirement.

The condition (cid:229) $ 0,75 shall be checked with the vehicle laden and unladen. The laden test on the high-adhesion surface
may be omitted if the prescribed force on the control device does not achieve full cycling of the anti-lock braking system.
For  the  unladen  test,  the  control  force  may  be  increased  up  to  100  daN  if  no  cycling  is  achieved  with  its  full  force
value (8).  If  100  daN  is  insufficient  to  make  the  system  cycle,  then  this  test  may  be  omitted.  For  air  braking  systems,  the
air  pressure  may  not  be  increased  above  the  cut-out  pressure  for  the  purpose  of  this  test.

5.3. 

Additional  checks

The  following  additional  checks  shall  be  carried  out  with  the  engine  disconnected,  with  the  vehicle  laden  and  unladen:

5.3.1. 

The wheels directly controlled by an anti-lock braking system shall not lock when the full force (8) is suddenly applied on
the control device, on the road surfaces specified in point 5.2.2 of this Annex, at an initial speed of 40 km/h and at a high
initial  speed  as  indicated  in  the  table  below (9):

Condition

Vehicle category

Maximum  test  speed

High-adhesion  surface

—  All  categories  except  N2,  N3

0,8  vmax  #  120  km/h

Low-adhesion  surface

laden

—  N2,  N3  laden

—  M1,  N1

—  M2,  M3

N2  except  semi-trailer
tractors

0,8  vmax  #  80  km/h

0,8  vmax  #  120  km/h

0,8  vmax  #  80  km/h

—  N3  and  semi-trailer  tractors

0,8  vmax  #  70  km/h

N2

5.3.2. 

5.3.3. 

When  an  axle  passes  from  a  high-adhesion  surface  (kH)  to  a  low-adhesion  (kL)  where  kH  $  0,5  and  kH/kL  $  2 (10),  with
the  full  force (8)  applied  on  the  control  device,  the  directly  controlled  wheels  shall  not  lock.  The  running  speed  and  the
instant  of  applying  the  brakes  shall  be  so  calculated  that,  with  the  anti-lock  braking  system  fully  cycling  on  the
high-adhesion  surface,  the  passage  from  one  surface  to  the  other  is  made  at  high  and  at  low  speed,  under  the  conditions
laid  down  in  point  5.3.1  above (9).

When a vehicle passes from a low-adhesion surface (kL) to a high-adhesion (kH) where kH  $ 0,5 and kH/kL  $ 2, with the
full force (8) applied on the control device, the deceleration of the vehicle shall rise to the appropriate high value within a
reasonable time and the vehicle shall not deviate from its initial course. The running speed and the instant of applying the
brakes shall be so calculated that, with the anti-lock braking system fully cycling on the low-adhesion surface, the passage
from  one  surface  to  the  other  occurs  at  approximately  50  km/h.

(7)  Until such test surfaces become generally available, tyres at the limit of wear, and higher values up to 0,4 may be used at the discretion of the technical

service.  The  actual  value  obtained  and  the  type  of  tyres  and  surface  shall  be  recorded.

(8)  ‘Full force’ means the maximum force laid down in Annex II for the category of vehicle: a higher force may be used if required to activate the anti-lock

braking system.

(9)  The  purpose  of  these  tests  is  to  check  that  the  wheels  do  not  lock  and  that  the  vehicle  remains  stable;  it  is  not  necessary,  therefore,  to  make  complete

stops  and  bring  the  vehicle  to  a  complete  halt  on  the  low-adhesion  surface.

(10)  kh  is  the  high-adhesion  surface  coefficient.
kL  is  the  low-adhesion  surface  coefficient.
kH  and  kL  are  measured  as  laid  down  in  Appendix  2  to  this  Annex.

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5.3.4. 

In the case of vehicles equipped with anti-lock braking systems of categories 1 and 2, when the right and left wheels of the
vehicle  are  situated  on  surfaces  with  differing  coefficients  of  adhesion  (kH  and  kL)  where  kH  $  0,5  and  kH/kL  $  2,  the
directly controlled wheels shall not lock when the full force (8) is suddenly applied on the control device at a speed of 50
km/h.

5.3.5. 

Furthermore,  laden  vehicles  equipped  with  anti-lock  braking  systems  of  category  1  shall,  under  the  conditions  of  point
5.3.4  above,  satisfy  the  prescribed  braking  rate  in  Appendix  3  to  this  Annex.

5.3.6. 

5.3.7. 

However, in the tests provided for in points 5.3.1, 5.3.2, 5.3.3, 5.3.4 and 5.3.5 above, brief periods of wheel-locking are
allowed.  Furthermore,  wheel-locking  is  permitted  when  the  vehicle  speed  is  less  than  15  km/h;  likewise,  locking  of
indirectly  controlled  wheels  is  permitted  at  any  speed,  but  stability  and  steerability  shall  not  be  affected.

During the tests provided for in points 5.3.4 and 5.3.5 above, steering correction is permitted if the angular rotation of the
steering control is within 120° during the initial 2 seconds and not more than 240° in all. Furthermore, at the beginning of
these tests the longitudinal median plane of the vehicle shall pass over the boundary between the high- and low-adhesion
surfaces  and  during  these  tests  no  part  of  the  (outer)tyres  shall  cross  this  boundary.

6. 

SPECIAL  PROVISIONS  CONCERNING  TRAILERS

6.1. 

Energy  consumption

Trailers equipped with anti-lock braking systems shall be so designed that, even after the service braking control device has
been  fully  applied  for  some  time,  the  vehicle  retains  sufficient  energy  to  bring  it  to  a  halt  within  a  reasonable  distance.

6.1.1. 

Compliance with the above requirement shall be checked by the procedure specified below, with the vehicle unladen, on a
straight and level road with a surface having a good coefficient of adhesion (11), and with the brakes adjusted as closely as
possible  and  with  the  brake  load  sensing  device  (if  fitted)  held  in  the  ‘laden’  position  throughout  the  test.

6.1.2. 

In the case of compressed-air braking systems, the initial energy level in the energy storage device(s) shall be equivalent to
a  pressure  of  8,0  bar  at  the  coupling  head  of  the  trailer’s  supply  line.

6.1.3. 

With an initial vehicle speed of at least 30 km/h, the brakes shall be fully applied for a time t = 15 s, during which time
the energy consumed by the indirectly controlled wheels shall be taken into consideration and all directly controlled wheels
shall remain under control of the anti-lock braking system. During this test, the supply to the energy storage device(s) shall
be  cut  off.

If  the  time  t  =  15  s  cannot  be  completed  in  a  single  braking  phase,  further  phases  may  be  used.  During  these  phases,  no
fresh  energy  shall  be  supplied  to  the  energy  storage  device(s)  and,  as  from  the  second  phase,  the  additional  energy
consumption  for  filling  the  actuators  is  to  be  taken  into  account,  e.g.  by  the  following  test  procedure.

The pressure in the reservoir(s) when starting the first phase is to be that stated in point 6.1.2 above. At the beginning of
the following phase(s), the pressure in the reservoir(s) after application of the brakes shall be not less than the pressure in
the  reservoir(s)  at  the  end  of  the  preceding  phase.  At  the  subsequent  phase(s),  the  only  time  to  be  taken  into  account  is
from  the  point  at  which  the  pressure  in  the  reservoir(s)  is  equal  to  that  at  the  end  of  the  preceding  phase.

6.1.4. 

At the end of the braking, with the vehicle stationary, the service braking control device shall be fully actuated four times.
During the fifth application, the pressure in the operating circuits shall be sufficient to provide a total braking force at the
periphery  of  the  wheels  equal  to  not  less  than  22,5 %  of  the  maximum  stationary  wheel  load  and  without  causing  and
automatic  application  of  any  braking  system  not  being  under  the  control  of  the  anti-lock  braking  system.

(8)  ‘Full force’ means the maximum force laid down in Annex II for the category of vehicle: a higher force may be used if required to activate the anti-lock

braking system.

(11)  If  the  coefficient  of  adhesion  of  the  test  track  is  too  high,  preventing  the  anti-lock  braking  system  from  cycling  then  the  test  may  be  carried  out  on  a

surface  with  a  lower  coefficient  of  adhesion.

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6.2. 

Utilisation  of  adhesion

6.2.1. 

Trailers  equipped  with  an  anti-lock  braking  system  shall  be  deemed  acceptable  when  the  condition (cid:229)  $  0,75  is  satisfied,
where  (cid:229)  represents  the  adhesion  utilised,  as  defined  in  point  2  of  Appendix  2  to  this  Annex.  This  condition  shall  be
verified  with  the  vehicle  unladen,  on  a  straight  and  level  road  with  a  surface  having  a  good  coefficient  of
adhesion (11) (12).

6.2.2. 

To  eliminate  the  effects  of  differential  brake  temperatures,  it  is  recommended  that  ZRAL  be  determined  prior  to  the
determination  of  kR.

6.3. 

Additional  checks

6.3.1. 

At  speeds  exceeding  15  km/h,  the  wheels  directly  controlled  by  an  anti-lock  braking  system  shall  not  lock  when  the  full
force (8)  is  suddenly  applied  on  the  control  device  of  the  towing  vehicle.  This  shall  be  checked,  under  the  conditions
prescribed  in  point  6.2  of  this  Annex,  at  initial  speeds  of  40  km/h  and  80  km/h.

6.3.2. 

The  provisions  of  this  point  shall  only  apply  to  trailers  equipped  with  an  anti-lock  braking  system  of  category  A.

When  the  right  and  left  wheels  are  situated  on  surfaces  which  produce  differing  maximum  braking  rates  (ZRALH  and
ZRALL),  where

zRALH
(cid:229)H

$  0,5  and

zRALH
zRALL

$  2

the directly controlled wheels shall not lock when the full force (8) is suddenly applied on the control device of the towing
vehicle at a speed of 50 km/h. The ratio zRALH/zRALL  may be ascertained by the procedure in point 2 of Appendix 2 to this
Annex or by calculating the ratio zRALH/zRALL. Under this condition, the unladen vehicle shall satisfy the prescribed braking
rate  in  Appendix  3  of  this  Annex (12).

6.3.3. 

At  vehicle  speeds  $  15  km/h,  the  directly  controlled  wheels  are  permitted  to  lock  for  brief  periods,  but  a  speeds  ,  15
km/h, any locking is permissible. Indirectly controlled wheels are permitted to lock at any speed. In all cases, stability must
not  be  affected.

(8)  ‘Full force’ means the maximum force laid down in Annex II for the category of vehicle: a higher force may be used if required to activate the anti-lock

braking system.

(11)  If  the  coefficient  of  adhesion  of  the  test  track  is  too  high,  preventing  the  anti-lock  braking  system  from  cycling  then  the  test  may  be  carried  out  on  a

surface  with  a  lower  coefficient  of  adhesion.

(12)  In  the  case  of  trailers  fitted  with  a  brake  load  sensing  device  the  pressure  setting  may  be  increased  to  ensure  full  cycling.

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Appendix  1

Symbols  and  definitions

Symbol

Notes

wheelbase

distance between king-pin and centre of axle of semi-trailer (or distance between drawbar coupling and centre of axle or
axles  of  centre-axle  trailer)

the  adhesion  utilised  by  the  vehicle:  quotient  of  the  maximum  braking  rate  with  the  anti-lock  braking  system  operative
(zAL)  and  the  coefficient  of  adhesion  (k)

the  (cid:229)-value  measured  on  axle  i  (in  the  case  of  a  motor  vehicle  with  a  category  3  anti-lock  system)

the  (cid:229)-value  on  the  high-friction  surface

the  (cid:229)-value  on  the  low-friction  surface

force  [N]

E

ER

(cid:229)

(cid:229)i

(cid:229)H

(cid:229)L

F

FbR

braking  force  of  the  trailer  with  the  anti-lock  braking  system  inoperative

FbRmax

maximum  value  of  FbR

FbRmax,i

value  of  FbRmax  with  only  axle  i  of  the  trailer  braked

FbRAL

FCnd

FCd

Fdyn

Fidyn

Fi

FM

FMnd(1)

FMd(1)

FR

FRdyn

braking  force  of  the  trailer  with  the  anti-lock  braking  system  operative

total  normal  reaction  of  road  surface  on  the  unbraked  and  non-driven  axles  of  the  vehicle  combination  under  static
conditions

total  normal  reaction  of  road  surface  on  the  unbraked  and  driven  axles  of  the  vehicle  combination  under  static
conditions

normal  reaction  of  road  under  dynamic  conditions  with  the  anti-lock  braking  system  operative

Fdyn  on  axle  i  in  case  of  motor  vehicles  or  full  trailers

normal  reaction  of  road  surface  on  axle  i  under  static  conditions

total  normal  static  reaction  of  road  surface  on  all  wheels  of  motor  (towing)  vehicle

total  normal  static  reaction  of  road  surface  on  the  unbraked  and  non-driven  axles  of  the  motor  vehicle

total  normal  static  reaction  of  road  surface  on  the  unbraked  and  driven  axles  of  the  motor  vehicle

total  normal  static  reaction  of  road  surface  on  all  wheels  of  trailer

total  normal  dynamic  reaction  of  road  surface  on  the  axle(s)  of  semi-trailer  or  centre-axle  trailer

FwM(1)

0,01  FMnd  +  0,015  FMd

g

acceleration  due  to  gravity  (9,81  m/s2)

(1)  FMnd  and  FMD:  in  case  of  two-axled  motor  vehicles:  these  symbols  may  be  simplified  to  corresponding  Fi  symbols.

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Symbol

Notes

h

hD

hK

hR

k

kf

kH

ki

kL

klock

kM

kpeak

kr

kR

P

R

t

tm

tmin

z

zAL

zC

zCAL

zCmax

height  of  centre  of  gravity  specified  by  the  manufacturer  and  agreed  by  the  technical  service  conducting  the  approval
test

height  of  drawbar  (hinge  point  on  trailer)

height  of  fifth  wheel  coupling  (king  pin)

height  of  centre  of  gravity  of  the  trailer

coefficient  of  adhesion  between  tyre  and  road

k-factor  of  one  front  axle

k-value  determined  on  the  high-friction  surface

k-value  determined  on  axle  i  for  a  vehicle  with  a  category  3  anti-lock  braking  system

k-value  determined  on  the  low-friction  surface

value  of  adhesion  for  100 %  slip

k-factor  of  the  motor  vehicle

maximum  value  of  the  curve  ‘adhesion  versus  slip’

k-factor  of  one  rear  axle

k-factor  of  the  trailer

mass  of  individual  vehicle  [kg]

ratio  of  kpeak  to  klock

time  interval  [s]

mean  value  of  t

minimum  value  of  t

braking  rate

braking  rate  z  of  the  vehicle  with  the  anti-lock  braking  system  operative

braking  rate  z  of  the  vehicle  combination,  with  the  trailer  only  braked  and  the  anti-lock  braking  system  inoperative

braking  rate  z  of  the  vehicle  combination,  with  the  trailer  only  braked  and  the  anti-lock  braking  system  operative

maximum  value  of  zC

zCmax,i

maximum  value  of  zC,  with  only  axle  i  of  the  trailer  braked

zm

zmax

mean  braking  rate

maximum  value  of  z

zMALS

zAL  of  the  motor  vehicle  on  a  ‘split  surface’

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Symbol

zR

zRAL

braking  rate  z  of  the  trailer  with  the  anti-lock  braking  system  inoperative

Notes

zAL  of  the  trailer  obtained  by  braking  all  the  axles,  the  towing  vehicle  unbraked  and  its  engine  disconnected

zRALH

zRAL  on  the  surface  with  the  high  coefficient  of  adhesion

zRALL

zRALS

zRH

zRL

zRAL  on  the  surface  with  the  low  coefficient  of  adhesion

zRAL  on  the  split  surface

zR  on  the  surface  with  the  high  coefficient  of  adhesion

zR  on  the  surface  with  the  low  coefficient  of  adhesion

zRHmax

maximum  value  of  zRH

zRLmax

maximum  value  of  zRL

zRmax

maximum  value  of  zR

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Appendix  2

Utilisation  of  adhesion

1. 

METHOD  OF  MEASUREMENT  FOR  MOTOR  VEHICLES

1.1. 

Determination  of  the  coefficient  of  adhesion  (k)

1.1.1. 

1.1.2. 

The  coefficient  of  adhesion  (k)  shall  be  determined  as  the  quotient  of  the  maximum  braking  forces  without  locking  the
wheels  and  the  corresponding  dynamic  load  on  the  axle  being  braked.

The brakes shall be applied only on one axle of the vehicle under test, at an initial speed of 50 km/h. The braking forces
shall be distributed between the wheels of the axle to reach maximum performance. The anti-lock braking system shall be
disconnected,  or  inoperative,  between  40  km/h  and  20  km/h.

1.1.3. 

A number of tests at increments of line pressure shall be carried out to determine the maximum braking rate of the vehicle
(zmax).

During each test, a constant input force shall be maintained and the braking rate shall be determined by reference to the
time  taken  (t)  for  the  speed  to  reduce  from  40  km/h  to  20  km/h  using  the  formula:

z  =

0,566
t

zmax  is  the  maximum  value  of  z

t  is  in  seconds.

1.1.3.1. 

Wheel-lock  may  occur  below  20  km/h.

1.1.3.2. 

Starting from the minimum measured value of t, called tmin, then select three values of t comprised within tmin  and 1,05 tmin
and  calculate  their  arithmetical  mean  value  tm,

then  calculate

zm  =

0,566
tm

If  it  is  demonstrated  that  for  practical  reasons  the  three  values  determined  above  cannot  be  obtained,  then  the  minimum
time  tmin  may  be  utilised.  However,  the  requirements  of  point  1.3  still  apply.

1.1.4. 

The  braking  forces  shall  be  calculated  from  the  measured  braking  rate  and  the  rolling  resistance  of  the  unbraked  axle(s)
which  is  equal  to  0,015  and  0,010  of  the  static  axle  load  for  a  driven  axle  and  a  non-driven  axle,  respectively.

1.1.5. 

The  dynamic  load  on  the  axle  shall  be  that  given  by  the  relations  in  the  Appendix  to  point  1.1.4.2  of  Annex  II.

1.1.6. 

The  value  of  k  shall  be  rounded  to  three  decimal  places.

1.1.7. 

1.1.8. 

Then, the test will be repeated for the other axles(s) as defined in points 1.1.1 to 1.1.6 above (for exemptions, see points
1.4  and  1.5  below).

For  example,  in  the  case  of  a  two-axle  rear-wheel  drive  vehicle,  with  the  front  axle (1)  being  braked,  the  coefficient  of
adhesion  (k)  is  given  by:

kf  =

zm  ×  P  ×  g  −  0,015  ×  F2

F1 +

h
—
E

zm  ×  P  ×  g

(1)  Anti-lock  braking  systems  with  ‘select-high’  control  are  deemed  to  include  both  directly  and  indirectly  controlled  wheels;  in  systems  with  ‘select-low’

control,  all  sensed  wheels  are  deemed  to  be  directly  controlled  wheels.

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1.1.9. 

One  coefficient  will  be  determined  for  the  front  axle  kf  and  one  for  the  rear  axle  kr.

1.2. 

Determination  of  the  adhesion  utilised  ((cid:229))

1.2.1. 

The  adhesion  utilised  ((cid:229))  is  defined  as  the  quotient  of  the  maximum  braking  rate  with  the  anti-lock  braking  system
operative  zAL)  and  the  coefficient  of  adhesion  KM),  i. e.

(cid:229)  =

zAL
kM

1.2.2. 

From  an  initial  vehicle  speed  of  55  km/h,  the  maximum  value  for  the  braking  rate  (zAL)  shall  be  measured  with  the
anti-lock  braking  system  operative.  This  value  for  zAL  shall  be  based  on  the  average  value  of  three  tests,  as  previously
described  in  point  1.1.3  of  this  Appendix,  using  the  time  taken  for  the  speed  to  reduce  from  45  km/h  to  15  km/h,
according  to  the  following  formula:

1.2.3. 

The  coefficient  of  adhesion  kM  shall  be  determined  by  weighting  with  the  dynamic  axle  loads:

zAL  =

0,849
tm

where:

kM  =

kf  Ffdyn  +  kr  ×  Frdyn
P  ×  g

Ffdyn =  Ff  +

Frdyn =  Fr  –

h
E

h
E

×  zAL  ×  P  ×  g

×  zAL  ×  P  ×  g

1.2.4. 

The  value  of  (cid:229)  shall  be  rounded  to  two  decimal  places.

1.2.5. 

In  the  case  of  a  vehicle  equipped  with  an  anti-lock  braking  system  of  category  1  or  2,  the  value  of  zAL  is  based  on  the
whole  vehicle,  with  the  anti-lock  braking  system  in  operation,  and  the  adhesion  utilised  ((cid:229))  shall  be  given  by  the  same
formula  quoted  in  point  1.2.1  above.

1.2.6. 

In  the  case  of  a  vehicle  equipped  with  an  anti-lock  braking  system  of  category  3,  the  value  of  zAL  shall  be  measured  on
each  axle  which  has  at  least  one  directly  controlled  wheel.

Example: for a two-axle vehicle with an anti-lock braking system acting only on the rear axle (2), the adhesion utilised ((cid:229))
is  given  by:

zAL  ×  P  ×  g  −  0,010  ×  F1

(cid:229)2  =

k2  × (F2  − 

h
—
E

zAL  ×  P  ×  g)

This  calculation  shall  be  made  for  each  axle  having  at  least  one  directly  controlled  wheel.

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1.3. 

1.4. 

1.5. 

If  (cid:229)  .  1,00,  the  measurements  of  coefficients  of  adhesion  shall  be  repeated.  A  tolerance  of  10 %  is  acceptable.

For  motor  vehicles  equipped  with  three  axles,  only  the  axle  not  associated  with  a  close-coupled  bogie  shall  be  used  to
establish  a  k  value  for  the  vehicle (1).

For  vehicles  of  categories  N2  and  N3  with  a  wheel  base  less  than  3,80  m  and  with  h/E  .  0,25,  the  determination  of  the
coefficient  of  adhesion  for  the  rear  axle  shall  be  omitted.

1.5.1. 

In  that  case,  the  adhesion  utilised  ((cid:229))  is  defined  as  the  quotient  of  the  maximum  braking  rate  with  the  anti-lock  braking
system  operative  (zAL)  and  the  coefficient  of  adhesion  (kf),  i. e.

(cid:229)  =

zAL
kf

2. 

METHOD  OF  MEASUREMENT  FOR  TRAILERS

2.1. 

General

2.1.1. 

2.1.2. 

2.1.3. 

The  coefficient  of  adhesion  (k)  shall  be  determined  as  the  quotient  of  the  maximum  braking  forces  without  locking  the
wheels  and  the  corresponding  dynamic  load  on  the  axle  being  braked.

The  brakes  shall  be  applied  on  only  one  axle  of  the  trailer  under  test,  at  an  initial  speed  of  50  km/h.  The  braking  forces
shall be distributed between the wheels of the axle to reach maximum performance. The anti-lock braking system shall be
disconnected  or  inoperative  between  40  km/h  and  20  km/h.

A number of tests at increments of line pressure shall be carried out to determine the maximum braking rate of the vehicle
combination  (zCmax)  with  the  trailer  only  braked.  During  each  test,  a  constant  input  force  shall  be  maintained  and  the
braking rate shall be determined by reference to the time taken (t) for the speed to reduce from 40 km/h to 20 km/h using
the  formula:

2.1.3.1. 

Wheel-lock  may  occur  below  20  km/h.

zc  =

0,566
t

2.1.3.2. 

Starting from the minimum measured value of t, called tmin, then select three values of t comprised within tmin  and 1,05 tmin
and  calculate  their  arithmetical  mean  value  tm.

then calculate:

zcmax  =

0,566
tm

If  it  is  demonstrated  that  for  practical  reasons  the  three  values  determined  above  cannot  be  obtained,  then  the  minimum
time  tmin  may  be  utilised.

2.1.4. 

The  adhesion  utilised  ((cid:229))  shall  be  calculated  by  means  of  the  formula:

(cid:229)  =

zRAL
kR

The  k  value  shall  be  determined  according  to  point  2.2.3  for  full  trailers  or  point  2.3.1  for  semi-trailers,  respectively.

(1)  Until  a  uniform  test  procedure  is  agreed,  vehicles  with  more  than  three  axles  and  special  vehicles  will  be  subject  to  consultation  with  the  technical

service.

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2.1.5. 

If  (cid:229)  .  1,00  the  measurements  of  coefficients  of  adhesion  shall  be  repeated.  A  tolerance  of  10 %  is  accepted.

2.1.6. 

The  maximum  braking  rate  (zRAL)  shall  be  measured  with  the  anti-lock  braking  system  operative  and  the  towing  vehicle
unbraked,  based  on  the  average  value  of  three  tests,  as  in  point  2.1.3  of  this  Appendix.

2.2. 

Full  trailers

2.2.1. 

The  measurement  of  k  (with  the  anti-lock  braking  system  being  disconnected,  or  inoperative,  between  40  km/h  and  20
km/h)  shall  be  performed  for  the  front  and  rear  axles.

For  one  front  axle  i:

For  one  rear  axle  i:

FbRmaxi  =  zcmaxi  (FM  +  FR)  −  0,01  Fcnd  −  0,015  Fcd

Fidyn  =  Fi  +

zcmax  (FM  ×  hD  +  g  ×  P  ×  hR)  −  FwM  ×  hD
E

kf  =

FbRmaxi
Fidyn

FbRmaxi  =  zcmaxi  (FM  +  FR)  −  0,01  Fcnd  −  0,015  Fcd

Fidyn  =  Fi  –

zcmax  (FM  ×  hD  +  g  ×  P  ×  hR)  −  FwM  ×  hD
E

kr  =

FbRmaxi
Fidyn

2.2.2. 

The  values  of  kf  and  kr  shall  be  rounded  to  three  decimal  places.

2.2.3. 

The  coefficient  of  adhesion  kR  shall  be  determined  proportionally  according  to  the  dynamic  axle  loads.

kR  =

kf  ×  Ffdyn  +  kr  ×  Frdyn
P  ×  g

2.2.4. 

Measurement  of  zRAL  (with  the  anti-lock  braking  system  operative)

zRAL  =

zCAL  ×  (FM  +  FR)  −  0,01  FCnd  −  0,015  FCd
FR

zRAL  shall  be  determined  on  a  surface  with  a  high  coefficient  of  adhesion  and,  for  vehicles  with  a  category  A  anti-lock
braking  system,  also  on  a  surface  with  a  low  coefficient  of  adhesion.

2.3. 

Semi-trailers  and  centre-axle  trailers

2.3.1. 

The  measurement  of  k  (with  the  anti-lock  braking  system  being  disconnected,  or  inoperative,  between  40  km/h  and  20
km/h)  shall  be  carried  out  with  wheels  fitted  only  on  one  axle,  the  wheels  of  the  other  axle(s)  are  removed.

FbRmax  =  zCmax  ×  (FM  +  FR)  −  FwM

FRdyn  =  FR  −

FbRmax  ×  hK  +  zC  ×  g  ×  P  ×  (hR  −  hK)
ER

k  = FbRmax
FRdyn

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2.3.2. 

The  measurement  of  zRAL  (with  the  anti-lock  braking  system  operative)  shall  be  carried  out  with  all  wheels  fitted.

FbRAL  =  zCAL  ×  (FM  +  FR)  −  FwM

FRdyn  =  FR  −

FbRAL  ×  hK  +  zC  ×  g  ×  P  ×  (hR  −  hK)
ER

zRAL  = FbRAL
FRdyn

zRAL  shall  be  determined  on  a  surface  with  a  high  coefficient  of  adhesion  and,  for  vehicles  with  a  category  A  anti-lock
braking  system,  also  on  a  surface  with  a  low  coefficient  of  adhesion.

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Appendix  3

Performance  on  differing  adhesion  surfaces

1. 

1.1. 

1.2. 

MOTOR  VEHICLES

The  prescribed  braking  rate  referred  to  in  point  5.3.5  of  this  Annex  may  be  calculated  by  reference  to  the  measured
coefficient  of  adhesion  of  the  two  surfaces  on  which  this  test  is  carried  out.

These  two  surfaces  shall  satisfy  the  conditions  prescribed  in  point  5.3.4  of  this  Annex.

The  coefficient  of  adhesion  (kH  and  kL)  of  the  high-  and  low-adhesion  surfaces,  respectively,  shall  be  determined  in
accordance  with  the  provisions  in  point  1.1  of  Appendix  2  to  this  Annex.

1.3. 

The  braking  rate  (zMALS)  for  laden  motor  vehicles  shall  be:

zMALS $ 0,75

4kL + kH
5

and zMALS $ kL

2. 

2.1. 

TRAILERS

The  braking  rate  referred  to  in  point  6.3.2  of  this  Annex  may  be  calculated  by  reference  to  the  measured  braking  rates
zRALH  and zRALL  on the two surfaces on which the tests are carried out with the anti-lock braking system operative. These
tow  surfaces  shall  satisfy  the  conditions  prescribed  in  point  6.3.2  of  this  Annex.

2.2. 

The  braking  rate  zRALS  shall  be:

zRALS $ 0,75
(cid:229)H

×

4zRALL  +  zRALH
5

and

zRALS . zRALL
(cid:229)H

If  (cid:229)H  .  0,95  use  (cid:229)H  =  0,95.

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Appendix  4

Method  of  selection  of  the  low-adhesion  surface

1. 

1.1. 

Details of the coefficient of adhesion of the surface selected, as determined in point 5.1.1.2 of this Annex, shall be given to
the  technical  service.

These  data  shall  include  a  curve  of  the  coefficient  of  adhesion  versus  slip  (from  0  to  100 %  slip)  for  a  speed  of
approximately  40  km/h (1).

1.1.1. 

The  maximum  value  of  the  curve  will  represent  kpeak  and  the  value  at  100 %  slip  will  represent  klock.

1.1.2. 

The  ratio  R  shall  be  determined  as  the  quotient  of  the  kpeak  and  klock.

1.1.3. 

The  value  of  R  shall  be  rounded  to  one  decimal  place.

1.1.4. 

The  surface  to  be  used  shall  have  a  ratio  R  between  1,0  and  2,0 (2).

R  =

kpeak
klock

2. 

Prior to the tests, the technical service shall ensure that the selected surface meets the specified requirements and shall be
informed  of  the  following:

—  test  method  to  determine  R,

—  type  of  vehicle  (motor  vehicle,  trailer,  etc.),

—  axle load and tyres (different loads and different tyres have to be tested and the results shown to the technical service

which  will  decide  if  they  are  representative  for  the  vehicle  to  be  approved).

2.1. 

The  value  of  R  shall  be  mentioned  in  the  test  report.

The calibration of the surface has to be carried out at least once a year with a representative vehicle to verify the stability
of  R.

(1)  Until  a  uniform  test  procedure  is  established  for  the  determination  of  the  adhesion  curve  for  vehicles  with  a  maximum  mass  exceeding  3,5  tonnes,  the
curve established for passenger cars may be used. In this case, for vehicles with a maximum mass exceeding 3,5 tonnes, the ratio kpeak  to  klock  shall  be
established using a value of kpeak  as defined in Appendix 2 of this Annex. With the consent of the technical service, the coefficient of adhesion described
in  this  item  may  be  determined  by  another  method  provided  that  the  equivalence  of  the  values  of  kpeak  and  klock  are  demonstrated.
(2)  Until  such  test  surfaces  become  generally  available,  a  ratio  R  up  to  2,5  is  acceptable,  subject  to  discussion  with  the  technical  service.

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ANNEX  XI

Test  conditions  for  trailers  with  electrical  braking  systems

GENERAL

For the purposes of the following provisions, electrical brakes are service braking systems consisting of a control device, an
electromechanical  transmission  device,  and  friction  brakes.  The  electrical  control  device  regulating  the  voltage  for  the
trailer  shall  be  situated  on  the  trailer.

The  electrical  energy  required  for  the  electrical  braking  system  shall  be  supplied  to  the  trailer  by  the  motor  vehicle.

Electrical  braking  systems  shall  be  actuated  by  operating  the  service  braking  system  of  the  motor  vehicle.

The  nominal  voltage  rating  shall  be  12  V.

The  maximum  current  consumption  shall  not  exceed  15  A.

The electrical connection of the electrical braking system to the motor vehicle shall be effected by means of a special plug
and socket connection corresponding to . . . (1), the plug of which shall not be compatible with the sockets of the lighting
equipment  of  the  vehicle.  The  plug  together  with  the  cable  shall  be  situated  on  the  trailer.

CONDITIONS  CONCERNING  THE  TRAILER

If  there  is  a  battery  on  the  trailer  fed  by  the  power  supply  unit  of  the  motor  vehicle,  it  shall  be  separated  from  it  supply
line  during  service  braking  of  the  trailer.

With  trailers  whose  unladen  mass  is  less  than  75 %  of  their  maximum  mass  the  braking  force  shall  be  automatically
regulated  as  a  function  of  the  loading  condition  of  the  trailer.

Electrical  braking  systems  shall  be  such  that  even  if  the  voltage  in  the  connection  lines  is  reduced  to  a  value  of  7  V,  a
braking  effect  of  20 %  of  the  (sum  of  the)  maximum  stationary  axle  load(s)  shall  be  maintained.

Control  devices  for  regulating  the  braking  force,  which  react  to  the  inclination  in  the  direction  of  travel  (pendulum,
spring-mass-system,  liquid-inertia-switch)  shall  be  attached  to  the  chassis  if  the  trailer  has  more  than  one  axle  and  a
vertically  adjustable  towing  device.  In  the  case  of  single-axle  trailers  and  trailers  with  close-coupled  axles  where  the  axle
spread  is  less  than  1  metre,  these  control  devices  shall  be  equipped  with  a  mechanism  indicating  its  horizontal  position
(e.g. spirit level) and shall be manually adjustable to allow the mechanism to be set in the horizontal plane in line with the
direction  of  travel  of  the  vehicle.

The  relay  for  actuating  the  braking  current  in  accordance  with  point  2.2.1.20  of  Annex  I,  which  is  connected  to  the
actuating  line,  shall  be  situated  on  the  trailer.

A  dummy  socket  shall  be  provided  for  the  plug.

A  tell-tale  shall  be  provided  at  the  control  device,  lighting  up  at  any  brake  application  and  indicating  the  proper
functioning  of  the  trailer  electrical  braking  system.

1. 

1.1. 

1.2. 

1.3. 

1.4. 

1.5. 

1.6. 

2. 

2.1. 

2.2. 

2.3. 

2.4. 

2.5. 

2.6. 

2.7. 

3. 

PERFORMANCE

3.1. 

Electrical  braking  systems  shall  respond  at  a  deceleration  of  the  tractor/trailer  combination  of  not  more  than  0,4  m/s2.

(1)  Under  study.  Until  the  characteristics  of  this  special  connection  have  been  determined,  the  type  to  be  used  will  be  indicated  by  the  national  authority

granting  the  approval.

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3.2. 

3.3. 

3.4. 

3.5. 

3.6. 

The braking effect may commence with an initial braking force, which shall not be higher than 10 % of the (sum of the)
maximum  stationary  axle  load(s)  nor  higher  than  13 %  of  the  (sum  of  the)  stationary  axle  load(s)  of  the  unladen
trailer.

The braking forces may also be increased in steps. At higher levels of the braking forces than those referred to in point 3.2
these  steps  shall  be  not  higher  than  6 %  of  the  sum  of  the  maximum  stationary  axle  loads,  nor  higher  than  8 %  of  the
(sum of the) stationary axle load(s) of the unladen trailer. However, in the case of single-axle trailers having a maximum
mass not exceeding 1,5 tonnes, the first step shall not exceed 7 % of the sum of the maximum stationary axle loads of the
trailer. An increase of 1 % of this value shall be permitted for the subsequent steps (e.g. first step 7 %, second step 8 %,
third  step  9 %,  etc.;  any  further  step  should  not  exceed  10 %).  For  the  purpose  of  these  provisions  a  two-axle  trailer
having  a  wheelbase  shorter  than  1  metre  shall  be  considered  as  a  single-axle  trailer.

The  prescribed  braking  force  of  the  trailer  of  at  least  50 %  of  the  maximum  total  axle  load  shall  be  attained  —  with
maximum mass — in the case of a mean fully developed deceleration of the tractor/trailer combination of not more than
5,9 m/s2  with multi-axle trailers. Trailers with close-coupled axles where the axle spread is less than 1 metre shall also be
considered as single-axle trailers within the meaning of this provision. Moreover, the limits as defined in the Appendix to
this  Annex  shall  be  observed.  If  the  braking  force  is  regulated  in  steps,  they  shall  lie  within  the  range  shown  in  the
Appendix  to  this  Annex.

The  test  shall  be  carried  out  with  an  initial  speed  of  60  km/h.

Automatic  braking  of  the  trailer  shall  be  provided  in  accordance  with  the  conditions  of  point  2.2.2.9  of  Annex  I.  If  this
automatic braking action requires electrical energy, a trailer braking force of at least 25 % of the maximum total axle load
shall  be  guaranteed  for  at  least  15  minutes  to  satisfy  the  abovementioned  conditions.

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Compatibility  of  the  braking  rate  of  the  trailer  and  the  mean  fully  developed  deceleration  of  the  tractor/trailer  combination

(Trailer  laden  and  unladen)

Appendix

TR/PR

0,8

0,7

0,6

0,5

0,4

0,3

0,2

0,1

0

single axle & multi 
axle trailers

0,65

multi axle trailer

single axle trailers

1

2

3

0,4

5

6

4

5,6

J m/s2

7

5,9

Notes:

1.  Limits  indicated  in  the  diagram  refer  to  laden  and  unladen  trailers.  When  the  trailer  unladen  mass  exceeds  75 %  of  its  maximum

mass,  limits  shall  be  applied  only  to  ‘laden’  conditions.

2.  Limits indicated in the diagram shall not affect the provisions of this Annex regarding the minimum braking performances required.
However,  if  braking  performances  obtained  during  the  test  —  in  accordance  with  provisions  indicated  in  point  3.4  above  —  are
greater  than  those  requested,  do  not  exceed  the  limits  indicated  in  the  above  diagram.

TR  =  sum  of  braking  forces  at  periphery  of  all  wheels  of  trailer.

PR  = 

total  normal  static  reaction  of  road  surface  on  wheels  of  trailer.

J 

=  mean  fully  developed  deceleration  of  tractor/trailer  combination.

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ANNEX  XII

Inertia  dynamometer  test  method  for  brake  linings

1. 

1.1. 

1.2. 

1.3. 

1.4. 

1.5. 

GENERAL

The  procedure  described  in  this  Annex  may  be  applied  in  the  event  of  a  modification  of  vehicle-type  resulting  from  the
fitting  of  brake  linings  of  another  type  to  vehicles  which  have  been  approved  in  accordance  with  this  Directive.

The alternative types of brake linings shall be checked by comparing their performance with that obtained from the brake
linings  with  which  the  vehicle  was  equipped  at  the  time  of  approval  and  conforming  to  the  components  identified  in  the
relevant  information  document,  a  model  of  which  is  given  in  Annex  XVIII  or  Annex  XIX.

The  technical  authority  responsible  for  conducting  approval  tests  may,  at  its  discretion,  require  comparison  of  the
performance  of  the  brake  linings  to  be  carried  out  in  accordance  with  the  relevant  provisions  contained  in  Annex  II.

Application  for  approval  by  comparison  shall  be  made  by  the  vehicle  manufacturer.

In  the  context  of  this  Annex  ‘vehicle’  means  the  vehicle-type  approved  according  to  this  Directive  and  for  which  it  is
requested  that  the  comparison  shall  be  considered  satisfactory.

2. 

TEST  EQUIPMENT

2.1. 

A  dynamometer  having  the  following  characteristics  shall  be  used:

2.1.1. 

it  shall  be  capable  of  generating  the  inertia  required  by  point  3.1  of  this  Annex,  and  have  the  capacity  to  meet  the
requirements  prescribed  by  points  1.3,  1.4  and  1.6  of  Annex  II  with  respect  to  Type  I,  Type  II  and  Type  III  fade  tests;

2.1.2. 

the  test  brakes  fitted  shall  be  identical  with  those  of  the  original  vehicle-type  concerned;

2.1.3. 

air  cooling,  if  provided,  shall  be  in  accordance  with  point  3.4  of  this  Annex;

2.1.4. 

the  instrumentation  for  the  test  shall  be  capable  of  providing  at  least  the  following  data:

2.1.4.1. 

a  continuous  recording  of  disc  or  drum  rotational  speed;

2.1.4.2. 

number  of  revolutions  completed  during  a  stop,  to  resolution  not  greater  than  one  eighth  of  a  revolution;

2.1.4.3. 

stop  time;

2.1.4.4. 

a continuous recording of the temperature measured in the centre of the path swept by the lining or a mid-thickness of the
disc  or  drum  or  lining;

2.1.4.5. 

a  continuous  recording  of  brake  application  control  line  pressure  or  force;

2.1.4.6. 

a  continuous  recording  of  brake  output  torque.

3. 

3.1. 

TEST  CONDITIONS

The dynamometer shall be set as close as possible, with ± 5 % tolerance, to the rotary inertia equivalent to that part of the
total  inertia  of  the  vehicle  braked  by  the  appropriate  wheel(s)  according  to  the  following  formula:

I  =  MR2

where:

I  =  rotary  inertia  (kgm2)

R  =  dynamic  tyre  rolling  radius(m)

M  = 

that  part  of  the  maximum  mass  of  the  vehicle  braked  by  the  appropriate  wheel(s).

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In the case of a single-ended dynamometer, this part shall be calculated from the design braking distribution in the case of
motor vehicles when deceleration corresponds to the appropriate value given in point 2.1.1.1.1 of Annex II; in the case of
trailers, the value of M shall correspond to the load on the ground for the appropriate wheel when the vehicle is stationary
and  loaded  to  its  maximum  mass.

The initial rotational speed of the inertia dynamometer shall correspond to the linear speed of the vehicle as prescribed in
Annex  II  and  shall  be  based  on  the  rolling  radius  of  the  tyre;

Brake  linings  shall  be  at  least  80 %  bedded  and  shall  not  have  exceeded  a  temperature  of  180  °C  during  the  bedding
procedure,  or  alternatively,  at  the  vehicle  manufacturer’s  request,  be  bedded  in  accordance  with  his  recommendations.

Cooling  air  may  be  used,  flowing  over  the  brake  in  a  direction  perpendicular  to  its  axis  of  rotation.  The  velocity  of  the
cooling  air  flowing  over  the  brake  shall  not  be  greater  than  10  km/h.  The  temperature  of  the  cooling  air  shall  be  the
ambient  temperature.

3.2. 

3.3. 

3.4. 

4. 

TEST  PROCEDURE

4.1. 

4.2. 

Five  sample  sets  of  the  brake  lining  shall  be  subjected  to  the  comparison  test.  They  shall  be  compared  with  five  sets  of
linings conforming to the original components identified in the information document concerning the first approval of the
vehicle-type  concerned.

Brake lining equivalence shall be based on a comparison of the results achieved using the test procedures prescribed in this
Annex  and  in  accordance  with  the  following  requirements:

4.3. 

Type  0  cold  performance  test

4.3.1. 

4.3.2. 

4.3.3. 

4.3.4. 

Three brake applications shall be made when the initial temperature is below 100 °C. The temperature shall be measured
in  accordance  with  the  provisions  of  point  2.1.4.4.

In the case of brake linings intended for use on vehicles of categories M and N, brake applications shall be made from an
initial rotational speed equivalent to that given in point 2.1.1.1.1 of Annex II and the brake shall be applied to achieve a
mean torque equivalent to the mean fully developed deceleration prescribed in that item. In addition, tests shall be carried
out at several rotational speeds, the lowest being equivalent to 30 % of the maximum speed of the vehicle and the highest
being  equivalent  to  80 %  of  that  speed.

In  the  case  of  brake  linings  intended  for  use  on  vehicles  of  category  O,  brake  applications  shall  be  made  from  an  initial
rotational  speed  equivalent  to  60  km/h,  and  the  brake  shall  be  applied  to  achieve  a  mean  torque  equivalent  to  that
prescribed in point 2.2.1 of Annex II. A supplementary cold performance test from an initial rotational speed equivalent to
40  km/h  shall  be  carried  out  for  comparison  with  the  Type  I  test  result  as  described  in  point  2.2.1.2.1  of  Annex  II.

The  mean  braking  torque  during  the  above  cold  performance  tests  on  the  linings  being  tested  for  the  purpose  of
comparison shall, for the same input measurement, be within the test limits ± 15 % of the mean braking torque recorded
with  the  brake  linings  conforming  to  the  component  identified  in  the  relevant  application  for  vehicle  type  approval.

4.4. 

Type  I  test

4.4.1. 

W i t h   r e p e a t e d   b r a k i n g

4.4.1.1. 

Brake linings for vehicles of categories M and N shall be tested according to the procedure given in point 1.3.1 of Annex
II.

4.4.2. 

W i t h   c o n t i n u o u s   b r a k i n g

4.4.2.1. 

Brake  linings  for  trailers  of  category  O  shall  be  tested  in  accordance  with  point  1.3.2  of  Annex  II.

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4.4.3. 

H o t   p e r f o r m a n c e

4.4.3.1. 

On  completion  of  the  tests  required  under  points  4.4.1  and  4.4.2  above,  the  hot  braking  performance  test  specified  in
point  1.3.3  of  Annex  II  shall  be  carried  out.

4.4.3.2. 

The  mean  braking  torque  during  the  above  hot  performance  tests  on  the  linings  being  tested  for  the  purpose  of
comparison shall, for the same input measurement, be within the test limits ± 15 % of the mean braking torque recorded
with  the  brake  linings  conforming  to  the  component  identified  in  the  relevant  application  for  vehicle  type  approval.

4.5. 

Type  II  test

4.5.1. 

This  test  shall  be  required  only  if,  on  the  vehicle-type  in  question,  the  friction  brakes  are  used  for  the  Type  II  test.

4.5.2. 

Brake linings for motor vehicles of category M3  and N3  (except those required under point 2.2.1.19 of Annex I to undergo
a Type IIA test), shall be tested according to the procedure set out in point 1.4.1 of Annex II. Trailers of category O4  shall
be  tested  according  to  the  procedure  set  out  in  point  1.6.  of  Annex  II

4.5.3. 

H o t   p e r f o r m a n c e

4.5.3.1. 

On completion of the test required under point 4.5.2 above, the hot performance test specified in point 1.4.3 of Annex II
shall  be  carried  out.

4.5.3.2. 

The  mean  braking  torque  during  the  above  hot  performance  tests  on  the  linings  being  tested  for  the  purpose  of
comparison shall, for the same input measurement, be within the test limits ± 15 % of the mean braking torque recorded
with  the  brake  linings  conforming  to  the  component  identified  in  the  relevant  application  for  vehicle  type  approval.

4.6. 

Fade  test  (Type  III  test)

4.6.1. 

T e s t   w i t h   r e p e a t e d   b r a k i n g

4.6.1.1. 

Brake linings for trailers of category O4, shall be tested according to the procedure given in point 1.6 of Annex II to this
Directive.

4.6.3. 

H o t   p e r f o r m a n c e

4.6.3.1. 

On completion of the tests required under points 4.6.1 and 4.6.2 of this Annex, the hot-braking performance test specified
in  point  1.6.2  of  Annex  II  to  this  Directive  shall  be  completed.

4.6.3.2. 

The mean braking torque during the above hot performance test on the linings being tested for the purpose of comparison
shall,  for  the  same  input  measurement,  be  within  the  test  limits  ±  15 %  of  the  mean  braking  torque  recorded  with  the
brake  linings  conforming  to  the  component  identified  in  the  relevant  application  for  vehicle  type  approval.

5. 

5.1. 

INSPECTION  OF  BRAKE  LININGS

Brake  linings  shall  be  visually  inspected  on  completion  of  the  tests  outlined  above  to  check  that  they  are  in  satisfactory
condition  for  continued  use  in  normal  service.

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ANNEX  XIII

Braking  and  deviation  test  for  vehicles  with  temporary-use  spare  wheels/tyres

GENERAL  CONDITIONS

The  test  track  shall  be  substantially  level  and  have  a  surface  affording  good  adhesion.

The  test  shall  be  performed  when  there  is  no  wind  liable  to  affect  the  results.

The  vehicle  shall  be  loaded  to  its  maximum  mass  as  determined  in  point  1.14  of  Annex  I.

The  axle  loads  resulting  from  the  loading  condition  in  accordance  with  point  1.3  of  this  Annex  shall  be  proportional  to
the  maximum  axle  loads  as  determined  in  point  1.2.1.2.1  of  Annex  II

1. 

1.1. 

1.2. 

1.3. 

1.4. 

1.5. 

The  tyres  shall  be  inflated  to  the  pressure  recommended  for  the  vehicle-type  by  the  manufacturer.

2. 

2.1. 

2.2. 

BRAKING  AND  DEVIATION  TEST

The test shall be carried out with the temporary-use spare wheel/tyre fitted alternately in place of one front wheel and one
rear  wheel.  However,  if  use  of  the  temporary-use  spare  wheel/tyre  is  restricted  to  a  specific  axle,  the  test  shall  be  carried
out  only  with  the  temporary-use  spare  wheel/tyre  fitted  to  that  axle.

The  test  shall  be  carried  out  using  the  service  braking  system  from  an  initial  speed  of  80  km/h  with  the  engine
disconnected.

2.3 

The  stopping  distance  shall  not  exceed  the  value  resulting  from  the  following  formula (1):

s #  0,1 v  +

v2
150

where

s  =  stopping  distance  in  m

v  = 

initial  speed  of  80  km/h.

The  force  applied  to  the  control  shall  not  exceed  500  N.

The  mean  fully  developed  deceleration  during  the  test  shall  not  be  less  than  5,8  m  s2.

2.4. 

2.5. 

Tests  shall  be  carried  out  for  each  of  the  fitting  conditions  of  temporary-use  spare  wheels/tyres  specified  in  point  2.1  of
this  Annex.

The  prescribed  braking  performance  shall  be  obtained  without  any  wheel-locking,  deviation  of  the  vehicle  from  its
intended  course,  abnormal  vibration,  abnormal  wear  of  the  tyre  during  the  test  or  excessive  steering  correction.

(1)  This  formula  corresponds  to  that  prescribed  for  the  service  braking  system  performance  of  vehicles  of  category  M1  in  point  2.1.1.1.1  of  Annex  II.

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ANNEX  XIV

Alternative  procedure  for  testing  trailer  anti-lock  braking  system  (ABS)

1. 

1.1. 

2. 

2.1. 

GENERAL

Testing of a trailer in accordance with Annex X of this Directive may be waived at the time of type-approval of the trailer
provided  that  the  anti-lock  braking  system  (ABS)  complies  with  the  requirements  of  this  Annex.

INFORMATION  DOCUMENT

The  manufacturer  of  the  ABS  shall  supply  to  the  technical  service  an  information  document  of  the  system(s)  requiring
approval.  This  document  shall  contain  at  least  the  following  information:

2.1.1. 

G e n e r a l

2.1.1.1. 

Name  of  manufacturer

2.1.1.2. 

System  name

2.1.1.3. 

System variations

2.1.1.4. 

System  configurations  (e. g.  2S/1M,  2S/2M  etc.)

2.1.1.5. 

Explanation  of  the  basic  function  and/or  philosophy  of  the  system

2.1.2. 

A p p l i c a t i o n s

2.1.2.1. 

List  of  trailer  types  and  ABS  configurations  for  which  approval  is  required.

2.1.2.2. 

Schematic diagrams of the system configurations installed on the trailers defined in point 2.1.2.1 with consideration given
to  the  following  parameters:

Sensor  locations

Modulator  locations

Lift  axles

Steering axles

Tube:  type  —  bore  size(s)  and  lengths

2.1.2.3. 

Relationship  of  tyre  circumference  to  the  resolution  of  the  exciter,  including  tolerances.

2.1.2.4. 

Tolerance  on  tyre  circumference  between  one  axle  and  another  fitted  with  the  same  exciter.

2.1.2.5. 

Scope of application with respect to suspension type, e. g. balanced mechanical etc. with reference to the manufacturer and
model/type.

2.1.2.6. 

Recommendations  on  differential  brake  input  torque  (if  any)  in  relation  to  the  ABS  configuration  and  trailer  bogie.

2.1.2.7. 

Test  data  shall  be  supplied  to  enable  the  worst-case  axle  loading  to  be  determined  for  the  purpose  of  the  energy
consumption test. This shall be determined by carrying out a series of tests with incremental axle loads. Operating within
the axle load range of ± 10 000 N of the maximum energy consumption value, a minimum of five results within this range
is required. Additional results shall be supplied to illustrate the trend outside of the maximum consumption range. Based
on  the  above  data  the  test  trailer(s)  shall  be  loaded  to  represent  the  determined  worst-case.

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2.1.2.8. 

Additional  information  (if  applicable)  to  the  application  of  the  anti-lock  braking  system.

2.1.3. 

C o m p o n e n t   d e s c r i p t i o n

2.1.3.1. 

Sensor(s)

—  Function

—  Identification  (e.g.  part  number(s))

2.1.3.2. 

Controller(s)

—  General  description  and  function

—  Identification  (e. g.  part  number(s))

—  Failure  modes  as  defined  in  point  4.1  of  Annex  X

—  Additional  features  (e. g.  retarder  control,  automatic  configuration,  variable  parameters,  diagnostics).

2.1.3.3. 

Modulator(s)

—  General  description  and  function

—  Identification  (e. g.  part  number(s))

—  Limitations  (e. g.  maximum  delivery  volume  to  be  controlled)

2.1.3.4. 

Electrical  Equipment

—  Circuit  diagram(s)

—  Powering  methods

—  Warning  lamp  sequence

2.1.3.5. 

Pneumatic  Circuits

—  Braking  schematics  covering  the  ABS  configurations  as  applied  to  the  trailer  types  defined  in  point  2.1.2.1

—  Limitations  on  pipe/tube  sizes  and  associated  lengths  that  have  an  effect  on  system  performance  (e. g.  between

modulator  and  brake  chamber)

2.1.4. 

Electro-magnetic  compatibility  (EMC)

2.1.4.1. 

Compliance  with  point  4.6.  of  Annex  X  concerning  EMC  in  terms  of  susceptibility  and  emissions  will  be  fulfilled  on
submission of a technical file or approval to a recognised standard (1). The file or approval document shall include details
of  the  test  method,  configurations(s)  tested  and  results  obtained.

3. 

DEFINITION  OF  TEST  VEHICLE(S)

3.1. 

Based  on  the  information  supplied  in  the  information  document,  in  particular  the  trailer  applications  defined  in  point
2.1.2.1, the technical service shall carry out tests on representative trailers having up to three axles and equipped with the
respective  anti-lock  braking  system/configuration  requiring  approval  —  as  defined  in  point  2.1.2.1  of  this  Annex.
Additionally,  when  selecting  the  trailers  for  evaluation  consideration  shall  also  be  given  to  the  parameters  defined  in  the
following paragraphs.

(1)  This shall be demonstrated by compliance with the technical requirements laid down in Council Directive 72/245/EEC (OJ L 152, 6.7.1972, p. 15), as

last  amended  by  Directive  95/54/EC  (OJ  L  266,  8.11.1995,  p.  1).

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3.1.1. 

S u s p e n s i o n   t y p e

The method of evaluating the performance of the anti-lock braking system relative to the suspension type will be selected
in  the  following  way:

Semi-trailers:  For  each  suspension  group  e. g.  balanced  mechanical  etc.  a  representative  trailer  shall  be  evaluated.

Full  trailers:  Evaluation  to  be  carried  out  on  a  representative  trailer  equipped  with  any  one  suspension  type.

3.1.2. 

W h e e l b a s e

For  semi-trailers  the  wheelbase  shall  not  be  a  limiting  factor  but  for  full  trailers  the  shortest  wheelbase  shall  be
evaluated.

3.1.3. 

B r a k e   t y p e

Approval  shall  be  limited  to  cam  brakes  but  should  other  brake  types  become  available  then  comparative  testing  may  be
required.

3.1.4. 

L o a d   s e n s i n g   d e v i c e

The  utilisation  of  adhesion  shall  be  determined  with  the  load  sensing  device  set  to  the  laden  and  unladen  conditions.  To
ensure full cycling of the ABS the load sensing device may be adjusted so that the static brake chamber pressure is 1 bar
greater  than  the  maximum  ABS  cycling  pressure.

3.1.5. 

B r a k e   a c t u a t i o n

Differentials  in  the  level  of  actuation  shall  be  recorded  for  evaluation  during  the  tests  to  determine  the  utilisation  of
adhesion.  Results  obtained  from  tests  for  one  trailer  may  be  applied  to  other  trailers  of  the  same  type.

3.1.6. 

E n e r g y   c o n s u m p t i o n

The  trailer(s)  selected  to  evaluate  the  ABS  shall  be  such  that  it  is  possible  to  load  the  axles  to  the  worst  case  load  as
defined  in  point  2.1.2.7.

3.2. 

For  each  type  of  trailer  under  test,  documentation  showing  brake  compatibility  as  defined  by  the  Appendix  to  Annex  II
(diagrams  2  and  4)  shall  be  made  available  to  demonstrate  conformity.

3.3. 

For  the  purpose  of  the  approval  semi-trailers  and  centre-axle  trailers  shall  be  deemed  to  be  of  the  same  vehicle-type.

4. 

TEST  SCHEDULE

4.1. 

The following tests shall be conducted by the technical service on the vehicle(s) defined in point 3 of this annex for each
ABS  configuration  —  see  point  2.1.4  —  taking  into  consideration  the  application  list  defined  in  point  2.1.2.1.  However,
worst-case cross referencing may eliminate certain tests. If worst-case testing is actually used, this should be stated in the
test  report.

4.1.1. 

U t i l i s a t i o n   o f   a d h e s i o n

Tests  shall  be  carried  out  according  to  the  procedure  defined  in  point  6.2  of  Annex  X  for  each  AS  configuration  and
trailer  type,  as  defined  in  the  information  document  (point  2.1.2.1).

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4.1.2. 

E n e r g y   c o n s u m p t i o n

4.1.2.1. 

Axle loading — The axle loadings of the trailer being evaluated shall be such as to represent the worst-case condition with
respect  to  energy  consumption  (point  2.1.2.7).

4.1.2.2. 

Energy  consumption  test  —  Test  shall  be  carried  out  according  to  the  procedure  defined  in  point  6  of  annex  X  for  each
ABS configuration.

4.1.2.3. 

To enable trailers submitted for approval to be checked for conformity to the anti-lock energy consumption requirements
(see  point  6.1,  Annex  X),  the  following  checks  shall  be  carried  out:

4.1.2.3.1. 

Prior  to  the  commencement  of  the  energy  consumption  test  (point  4.1.2.2)  the  relationship  (R1)  of  brake  chamber  push
rod  travel  (sT)  against  brake  lever  length  (lT)  shall  be  determined  for  a  brake  chamber  pressure  of  6,5  bar.

Example: lT  =  130mm,  sT  =  22  mm,

Rl  =

sT
lT

= 

22
130

=  0,169

4.1.2.3.2.  With the load sensing device set to the laden condition and the initial energy level set according to point 6.1.2 to Annex X
the energy storage device(s) shall be isolated from further supply of air. The brakes shall be applied with a control pressure
of  6,5  bar  at  the  coupling  head  and  then  released.  Further  applications  shall  be  made  until  the  pressure  in  the  brake
chambers is the same as that obtained after following the test procedure defined in points 4.1.2.1 and 4.1.2.2. The number
of  equivalent  brake  applications  (ne)  shall  be  noted.

4.1.3. 

S p l i t - f r i c t i o n   t e s t   Where  an  anti-lock  braking  system  is  to  be  defined  as  a  category  A  system  then  all  such  ABS
configurations  shall  be  subject  to  he  performance  requirements  of  point  6.3.2  of  Annex  X.

4.1.4. 

L o w   a n d   h i g h   s p e e d   p e r f o r m a n c e

4.1.4.1. 

With the trailer set as for the utilisation of adhesion evaluation, verification of the low and high speed performance shall
be  carried  out  according  to  6.3.1  of  Annex  X.

4.1.4.2. 

Where a tolerance exists between the number of exciter teeth and tyre circumference, functional checks shall be carried out
at the extremes of tolerance in accordance with point 6.3 of Annex X. This may be achieved by utilising different tyre sizes
or  by  producing  special  exciters  to  simulate  the  frequency  extremes.

4.1.5. 

A d d i t i o n a l   c h e c k s

The  following  additional  checks  shall  be  carried  out  with  the  towing  vehicle  unbraked  and  the  trailer  unladen:

4.1.5.1. 

4.1.5.2. 

When an axle/bogie passes from a high-adhesion surface (kH) to a low-adhesion surface (kL) where kH  $ 0,5 and kH/kL  $
2 with a control pressure at the coupling head of 6,5 bar, the directly controlled wheels shall not lock. The running speed
and  the  instant  of  applying  the  trailer  brakes  is  so  calculated  that  with  the  anti-lock  braking  system  fully  cycling  on  the
high-adhesion  surface,  the  passage  from  one  surface  to  the  other  being  made  at  approximately  80  km/h  and  40  km/h.

When  a  trailer  passes  from  a  low-adhesion  surface  (kL)  to  a  high-adhesion  surface  (kH)  where  kH  $  0,5  and  kH/kL  $  2,
with  a  control  pressure  at  the  coupling  head  of  6,5  bar,  the  pressure  in  the  brake  chambers  shall  rise  to  an  appropriate
high  value  within  a  reasonable  time  and  the  trailer  shall  not  deviate  form  its  initial  course.  The  running  speed  and  the
instant  of  applying  the  brake  is  so  calculated  that,  with  the  anti-lock  braking  system  fully  cycling  on  the  low  adhesion
surface,  the  passage  from  one  surface  to  the  other  occurs  at  approximately  50  km/h.

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4.1.6. 

F a i l u r e   m o d e   s i m u l a t i o n

A check shall be made on a test vehicle or simulation rig with respect to the external wiring and compliance to point 4.1
of  Annex  X.

5. 

APPROVAL  REPORT

5.1. 

An  approval  report  shall  be  produced,  the  content  of  which  is  defined  in  Appendix  1  to  this  Annex.

6. 

VERIFICATION

6.1. 

Verification  of  components  and  installation

The  specification  of  the  ABS  installed  on  the  trailer  to  be  type  approved  shall  be  verified  by  satisfying  each  of  the
following criteria:

Item

Criteria

6.1.1.

(a)  Sensor(s)

(b) Controller(s)

(c)  Modulator(s)

6.1.2.

Tube  size(s)  and  lengths

a)  Reservoir  supply  to  modulator(s)

Minimum  inside  diameter
Maximum  overall  length

b)  Modulator  delivery  to  brake  chambers

Inside  diameter
Maximum  overall  length

Warning  signal  sequence

6.1.3.

6.1.4.

6.1.5.

No  change  allowed

No  change  allowed

No  change  allowed

May  be  increased
May  be  reduced

No  change  allowed
May  be  reduced

No  change  allowed

Differentials  in  brake  input  torque  within  a  bogie

Only  approved  differentials  (if  any)  permitted

For other limitations refer to section 4 of the test report as
described  in  Appendix  1  to  this  Annex

Installation  to  be  within  the  scope  of  the  limitations
defined
No  deviation  allowed

6.2. 

Verification  of  reservoir  capacity

6.2.1. 

As  the  range  of  braking  systems  and  auxiliary  equipment  used  on  a  trailer  is  diverse  it  is  not  possible  to  have  a  table  of
recommended reservoir capacities. To verify that adequate storage capacity is installed testing may be conducted according
to  point  6  of  Annex  X  or  the  procedure  defined  below  should  be  followed:

6.2.1.1. 

Brake adjustment shall be such as to represent the conditions of the test trailer(s) on which the anti-lock braking system(s)
was  approved.  On  the  trailer  to  be  approved  the  brake  chamber  push  rod  travel  at  a  brake  chamber  pressure  of  6,5  bar
shall  be  calculated  and  set  according  to  the  following  formula:

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Note:  To  provide  a  level  of  security  with  respect  to  the  energy  storage  capacity  a  safety  factor  of  +  20 %  has  been
included.

Sv  =  lv  ×  1,2  ×  Rl

Example:

lv 
Sv 

=  150  mm,  Rl  =  0,169
=  150  ×  1,2  ×  0,169  =  30,4  mm

6.2.1.2. 

With the brakes adjusted according to point 6.2.1.1 — when a trailer is equipped with automatic wear adjustment devices
the automatic adjustment mechanism shall be disabled for the purpose of the test or an equivalent manual adjusting device
installed — and the load sensing device set to the laden condition and the initial energy level set according to point 6.1.2
of Annex X, the energy storage device(s) shall be isolated from further supply. The brakes shall be applied with a control
pressure  of  6,5  bar  at  the  coupling  head  and  then  fully  released.  Further  brake  applications/releases  shall  be  made  up  to
the  number  ne  determined  from  the  test  conducted  in  accordance  with  point  4.1.2.3.2.  During  this  application,  the
pressure in the operating circuit shall be sufficient to provide a total braking force at the periphery of the wheels equal to
not  less  than  22,5 %  of  the  maximum  stationary  wheel  load  and  without  causing  automatic  application  of  any  braking
system  not  being  under  the  control  of  the  anti-lock  braking  system.

6.3. 

Verification  of  function

6.3.1. 

This  shall  be  limited  to  a  dynamic  functional  check  of  the  anti-lock  braking  system.  To  ensure  full  cycling  it  may  be
necessary  to  adjust  the  load  sensing  device  or  utilise  a  surface  having  a  low  tyre-to-road  adhesion.

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Appendix  1

Trailer  anti-lock  braking  system  approval  report

Approval  Report  No:  . . .

1. 

1.1. 

1.2. 

2. 

2.1. 

2.2. 

2.3. 

2.4. 

2.5. 

Identification

Manufacturer  of  the  anti-lock  braking  system  (name  and  address):

System name/model:

System(s)  and  installation(s)  approved

ABS  configuration(s)  approved  (e.g.  2S/1M,  2S/2M  etc.):

Range  of  application  (type  of  trailer  and  number  of  axles):

Methods  of  powering:

ISO  7638,  ISO  1185,  etc.

Identification  of  approved  sensor(s),  controller(s)  and  modulator(s):

Energy consumption — equivalent number of static brake applications and the ratio of actuator stroke against brake lever
length:

2.6. 

Additional  features  e.g.  retarder  control,  lift  axle  configuration  etc:

3. 

3.1. 

3.2. 

3.3. 

Test  data  and  results

Test  vehicle  data:

Test  surface  information:

Test  results:

3.3.1. 

Utilisation  of  adhesion:

3.3.2. 

Energy  consumption:

3.3.3. 

Split-friction  test:

3.3.4. 

Low  speed  performance:

3.3.5. 

High  speed  performance:

3.3.6. 

Additional  checks:

3.3.6.1. 

Transition  from  high  to  low-adhesion  surfaces:

3.3.6.2. 

Transition  from  low  to  high-adhesion  surfaces:

3.3.7. 

Failure  mode  simulation:

3.3.8. 

Functional  checks  of  optional  power  connections:

3.3.9. 

Electro-magnetic compatibility:

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4. 

4.1. 

4.2. 

4.3. 

4.4. 

4.5. 

4.6. 

4.7. 

4.8. 

4.9. 

Limitations  of  installation

Relationship  of  tyre  circumference  to  the  resolution  of  the  exciter:

Tolerance  on  tyre  circumference  between  one  axle  and  another  fitted  with  the  same  exciter:

Suspension  type:

Differential(s)  in  brake  input  torque  within  a  trailer  bogie:

Wheelbase  of  full  trailer:

Brake  type:

Tube  sizes  and  lengths:

Load  sensing  device  application:

Warning  lamp  sequence:

4.10. 

Other  recommendations/limitations  (e.g.  locations  of  sensors,  modulator(s),  lift  axle(s),  steering  axle(s)):

5. 

Date  of  test

The  anti-lock  braking  system  described  above  complies  with  the  requirements  of  Annex  XIV  of  Directive  71/320/EEC  as
last  amended  by  Directive  98/12/EC.

Technical service/approval authority (1)  conducting  the  test:

................................................................................................................

.....................................................................

Signed

Date

Approval  Authority  if  different  from  the  Technical  Service:

................................................................................................................

.....................................................................

Signed

Date

Attachment:

(Manufacturer’s  information  document).

(1)  Delete  as  appropriate.

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Appendix  2

Symbols  and  definitions

Symbol

Notes

sT

lT

R1

ne

lv

sv

Brake  chamber  push  rod  travel  of  reference  test  trailer  in  mm

Brake  lever  length  of  reference  test  trailer  in  mm

Ratio  of  sT/lT

Number  of  equivalent  static  brake  applications

Brake  lever  length  of  trailer  to  be  approved  in  mm

Brake  chamber  push  rod  travel  of  trailer  to  be  approved  in  mm

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ANNEX  XV

EC  type-approval  of  replacement  brake  lining  assemblies  as  separate  technical  units

SCOPE

This  Annex  applies  to  the  type-approval  as  separate  technical  units  within  the  meaning  of  Article  2  of  Directive
70/156/EEC, of brake lining assemblies to be installed on motor vehicles and trailers of categories M1  # 3,5 tonnes, M2  #
3,5  tonnes,  N1,  O1  and  O2  as  replacement  parts.

Approvals are only mandatory for those replacement brake lining assemblies intended to be fitted to such motor vehicles
and  trailers  which  were  approved  pursuant  to  Directive  71/320/EEC  as  amended  by  this  Directive.

1. 

1.1 

1.2 

2. 

DEFINITIONS

For  the  purpose  of  this  Annex,

2.1. 

2.2. 

2.3. 

‘braking  equipment’  has  the  meaning  assigned  in  point  1.2  of  Annex  1  to  this  Directive;

‘friction brake’ means the part of the braking equipment in which the forces opposing the movement of a vehicle develop
by  friction  between  a  brake  lining  and  a  wheel  disc  or  drum  moving  relatively  to  each  other;

‘brake  lining  assembly’  means  a  component  of  a  friction  brake  which  is  pressed  against  a  drum  or  disc,  respectively,  to
produce  the  friction  force;

2.3.1. 

‘shoe  assembly’  means  a  brake  lining  assembly  of  a  drum  brake;

2.3.1.1. 

‘shoe’  means  a  component  of  a  shoe  assembly  which  carries  the  brake  lining;

2.3.2. 

‘pad  assembly’  means  a  brake  lining  assembly  of  a  disc  brake;

2.3.2.1. 

‘backplate’  means  a  component  of  a  pad  assembly  which  carries  the  brake  lining;

2.3.3. 

‘brake  lining’  means  the  friction  material  component  of  a  brake  lining  assembly;

2.3.4. 

‘friction  material’  means  the  product  of  a  specified  mixture  of  materials  and  processes  which  together  determine  the
characteristics  of  a  brake  lining;

2.4. 

2.5. 

2.6. 

2.7. 

2.8. 

2.9. 

‘brake  lining  type’  means  a  category  of  brake  linings  which  do  not  differ  in  friction  material  characteristics;

‘brake  lining  assembly  type’  means  wheel  sets  of  brake  lining  assemblies  which  do  not  differ  in  brake  lining  type,
dimension  or  functional  characteristics;

‘original brake lining’ means a brake lining type referenced in the vehicle type-approval certificate, Annex IX, Addendum
to  Appendix  1,  point  1.2  and  subpoints;

‘original brake lining assembly’ means a brake lining assembly conforming to the data submitted in a vehicle information
document;

‘replacement  brake  lining  assembly’  means  a  brake  lining  assembly  of  a  type  approved  under  this  Directive  as  a  suitable
service  replacement  for  an  original  brake  lining  assembly;

‘manufacturer’  means  the  organisation  which  can  assume  technical  responsibility  for  the  brake  lining  assemblies  and  can
demonstrate  that  it  possesses  the  necessary  means  to  achieve  conformity  of  production.

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3. 

3.1. 

3.2. 

3.3. 

3.4. 

3.4.1 

APPLICATION  FOR  EC  TYPE-APPROVAL

An  application  for  EC  type-approval  pursuant  to  Article  3(4)  of  Directive  0/156/EEC  of  a  replacement  brake  lining
assembly  type  for  (a)  specific  vehicle  type(s)  shall  be  submitted  by  the  manufacturer  of  the  replacement  brake  lining
assembly.

An  application  may  be  submitted  by  the  holder  of  (a)  vehicle  type-approval(s)  to  this  Directive  in  respect  of  replacement
brake lining assemblies conforming to the type referenced in the vehicle type-approval certificate, Annex IX, Addendum to
Appendix  1,  point  1.2  and  subpoints.

A  model  for  the  information  document  is  given  in  Annex  XVII.

The  following  must  be  submitted  to  the  technical  service  responsible  for  the  type-approval  tests:

Brake lining assemblies of the type for which approval is sought in sufficient quantity to perform the approval tests. The
samples  shall  be  clearly  and  indelibly  marked  with  the  applicant’s  trade  name  or  mark  and  the  type  designation.

3.4.2 

The  suitable  representative  vehicle(s)  and/or  brake(s).

4. 

4.1. 

4.2. 

4.3. 

GRANTING  OF  EC  TYPE-APPROVAL

If  the  relevant  requirements  are  satisfied,  EC  Type-Approval  pursuant  to  Article  4(3)  and,  if  applicable,  Article  4(4)  of
Directive  70/156/EEC  shall  be  granted.

A  model  for  the  EC  type-approval  certificate  is  given  in  Annex  XVI.

An approval number in accordance with Annex VII to Directive 70/156/EEC shall be assigned to each type of replacement
brake  lining  assembly  approved.  The  same  Member  State  shall  not  assign  the  same  number  to  another  brake  lining
assembly  type.  The  same  type-approval  number  may  cover  the  use  of  that  brake  lining  assembly  type  on  a  number  of
differing  vehicle  types.

4.4. 

MARKING

4.4.1. 

4.4.2. 

Every replacement brake lining conforming to the type approved under this Directive as a separate technical unit shall bear
an  EC  type-approval  mark.

This  mark  shall  consist  of  a  rectangle  surrounding  the  letter  ‘e’  followed  by  the  distinguishing  number  or  letters  of  the
Member  State  which  has  granted  the  type-approval:

1 

2 

3 

4 

5 

6 

9 

11 

12 

13 

17 

18 

21 

23 

for  Germany

for  France

for  Italy

for  the  Netherlands

for  Sweden

for  Belgium

for  Spain

for  the  United  Kingdom

for  Austria

for  Luxembourg

for  Finland

for  Denmark

for  Portugal

for  Greece

IRL 

for  Ireland.

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It must also include in the vicinity of the rectangle the ‘base approval number’ contained in section 4 of the type-approval
number  referred  to  in  Annex  VII  of  Directive  70/156/EEC,  preceded  by  the  two  figures  indicating  the  sequence  number
assigned  to  the  most  recent  major  technical  amendment  to  Directive  71/320/EEC  on  the  date  EC  type-approval  was
granted.  In  this  Directive  the  sequence  number  is  01.  The  additional  three  digits  arranged  in  the  vicinity  of  the  rectangle
shall  be  used  to  designate  the  shoe  or  backplate.

4.4.3. 

The  approval  mark  referred  to  in  point  4.4.2  above  shall  be  clearly  legible  and  be  indelible.

4.4.4. 

Appendix 1 to this Annex gives examples of arrangements of the approval mark and approval data referred to above and
in  point  6.5  below.

5. 

SPECIFICATIONS  AND  TESTS

5.1. 

GENERAL

A  replacement  brake  lining  assembly  shall  be  so  designed  and  constructed  that  when  substituted  for  the  assembly
originally  fitted  to  a  vehicle  the  braking  efficiency  of  that  vehicle  accords  with  that  of  the  approved  vehicle  type  in
compliance  with  the  provisions  of  Annex  II  to  this  Directive.

Specifically:

(a)  a  vehicle  equipped  with  replacement  brake  lining  assemblies  shall  satisfy  the  relevant  braking  requirements  of  this

Directive;

(b) a replacement brake lining assembly shall display performance characteristics similar to that of the original brake lining

assembly  it  is  intended  to  replace;

(c)  a  replacement  brake  lining  assembly  must  possess  adequate  mechanical  characteristics;

5.2. 

Replacement  brake  lining  assemblies  conforming  to  the  type  specified  in  vehicle  type-approval  documentation  to  this
Directive  are  deemed  to  satisfy  the  requirements  of  paragraph  5  of  this  Annex.

5.3. 

Performance  requirements

5.3.1. 

Replacement  brake  lining  assemblies  for  vehicles  of  categories  M1,  M2  and  N1

Replacement  brake  lining  assemblies  shall  be  tested  according  to  the  prescriptions  of  Appendix  2  and  must  satisfy  the
requirements  stated  in  this  appendix.  For  speed  sensitivity  and  cold  performance  equivalence  one  of  the  two  methods
describes  in  Appendix  2  shall  be  used.

5.3.2. 

Replacement  brake  lining  assemblies  for  vehicles  of  categories  O1  and  O2

Replacement  brake  lining  assemblies  shall  be  tested  according  to  the  prescriptions  of  Appendix  3  and  shall  satisfy  the
requirements  stated  in  Appendix  3  and  Appendix  4  of  this  Annex.

5.4. 

Mechanical characteristics

5.4.1. 

Replacement  brake  lining  assemblies  of  the  type  for  which  approval  is  requested  shall  be  tested  for  shear  strength
according  to  ISO  6312:  (1981)  standard.

The  minimum  acceptable  shear  strength  is  250  N/cm2  for  pad  assemblies  and  100  N/cm2  for  shoe  assemblies.

5.4.2. 

Replacement  brake  lining  assemblies  of  the  type  for  which  approval  is  requested  shall  be  tested  for  compressibility
according  to  ISO  6310:  (1981)  standard.

The compressibility values shall not exceed 2 % at ambient temperature and 5 % at 400 °C for pad assemblies and 2 % at
ambient  temperature  and  4 %  at  200 °C  for  shoe  assemblies.

6. 

6.1. 

PACKAGING  AND  MARKING

Replacement brake lining assemblies conforming to a type approved in accordance with this Directive shall be marketed in
axle  sets.

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6.2. 

6.3. 

Each  axle  set  shall  be  contained  in  a  sealed  package  constructed  to  show  previous  opening.

Each  package  shall  display  the  following  information:

6.3.1. 

the  quantity  of  replacement  brake  lining  assemblies  in  the  package;

6.3.2. 

manufacturer’s  name  or  trade  mark;

6.3.3. 

make  and  type  of  replacement  brake-lining  assemblies;

6.3.4. 

the  vehicles/axles/brakes  for  which  the  contents  are  approved;

6.3.5. 

the  approval  mark.

6.4. 

Each  package  shall  contain  fitting  instructions:

6.4.1. 

with  particular  reference  to  ancillary  parts;

6.4.2. 

stating  that  replacement  brake  lining  assemblies  should  be  replaced  in  axle  sets.

6.5. 

Each  replacement  brake  lining  assembly  shall  display  permanently  one  set  of  approval  data:

6.5.1. 

the  approval  mark;

6.5.2. 

the  date  of  manufacture,  at  least  month  and  year;

6.5.3. 

make  and  type  of  brake  lining.

7. 

7.1. 

8. 

8.1. 

8.2. 

8.3. 

MODIFICATIONS  OF  THE  TYPE  AND  AMENDMENTS  TO  APPROVALS

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.

CONFORMITY  OF  PRODUCTION

As  a  general  rule  measures  to  ensure  the  conformity  of  production  shall  be  taken  pursuant  to  Article  10  of
70/156/EEC.

Original brake lining assemblies being the subject of an application under point 3.2. are deemed to satisfy the requirements
of  point  8.

The  tests  referred  to  in  point  2.3.5  of  Annex  10  to  70/156/EEC  are  those  prescribed  in  point  5.4.  and  in  Appendix  4  to
this  Annex.

8.4. 

The  normal  frequency  of  inspections  authorised  by  the  competent  authority  shall  be  one  per  year.

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Appendix  1

Arrangements  of  the  approval  mark  and  approval  data

(see  point  4.4  and  6.5  of  this  Annex)

a
3

2a
3

a = 8 mm minimum

a

The above approval mark shows that the item concerned has been approved in the Netherlands (e 4), pursuant to this Directive. In this
illustration  the  first  two  digits  (01)  refer  to  the  sequence  number  assigned  to  the  most  recent  technical  amendments  made  to  Council
Directive 71/320/EEC; the following four digits (0047) are those allocated by the approval authority to the brake lining type as the base
approval  number,  and  the  additional  three  digits  (901)  arranged  in  the  vicinity  of  the  rectangle  are  those  allocated  by  the  approval
authority  to  the  shoe  or  backplate.  All  nine  digits  together  comprise  the  approval  mark  for  that  replacement  brake  lining  assembly
type.

Example  of  pad  assembly  marking

Make and type of brake lining

Date of assembly manufacture or traceability data of assembly
and manufacturer’s name or trade mark

Approval mark

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Example  of  the  shoe  assembly  marking

Make and type of brake lining

Date of assembly manufacture or traceability data of
assembly and manufacturer’s name or trade mark

Approval mark

Note:

Positions  of  any  these  markings  shown  in  the  examples  above  are  not  mandatory

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Requirements  for  replacement  brake  lining  assemblies  for  vehicles  of  categories  M1,  M2  and  N1

Appendix  2

1. 

CONFORMANCE  WITH  THIS  DIRECTIVE

Compliance  with  the  requirements  of  this  Directive  shall  be  demonstrated  in  a  vehicle  test.

1.1. 

Test  vehicle

A vehicle which is representative of the type(s) for which the replacement brake lining assembly approval is required shall
be equipped with the replacement brake lining assemblies of the type for which approval is requested and instrumented for
brake  testing  as  required  by  the  Directive.

Brake linings assemblies submitted for test shall be fitted to the relevant brakes and, until a fixed burnishing procedure is
established,  shall  be  burnished  to  the  manufacturer’s  instructions  in  agreement  with  the  technical  service.

1.2. 

The  braking  system  of  the  vehicle  shall  be  tested  according  to  the  requirements  for  the  vehicle  category  in  question  (M1,
M2  or  N1)  in  Annex  II,  points  1  and  2.  The  applicable  requirements  or  tests  are:

1.2.1. 

S e r v i c e   b r a k i n g   s y s t e m

1.2.1.1. 

Type  0  test  with  engine  disconnected,  vehicle  laden

1.2.1.2. 

Type  0  test  with  engine  connected,  vehicle  unladen  and  laden,  according  to  Annex  II,  points  1.2.3.1  (stability  test)  and
1.2.3.2  (only  the  test  with  initial  speed  v  =  0,8  vmax)

1.2.1.3. 

Type  I  test

1.2.2. 

S e c o n d a r y   b r a k i n g   s y s t e m

1.2.2.1. 

Type  0  test  with  engine  disconnected,  vehicle  laden  (this  test  may  be  omitted  in  cases  where  it  is  obvious  that  the
requirements  are  met,  e. g.  diagonal  split  braking  system)

1.2.3. 

P a r k i n g   b r a k i n g   s y s t e m

(Only  applicable  if  the  brakes  for  which  lining  approval  is  sought  are  used  for  parking).

1.2.3.1. 

Downhill  test  at  18 %  gradient,  vehicle  laden.

1.3. 

The  vehicle  must  satisfy  all  the  relevant  requirements  stated  in  Annex  II,  point  2  for  that  category  of  vehicles.

2. 

ADDITIONAL  REQUIREMENTS

Compliance  with  the  additional  requirements  shall  be  demonstrated  by  using  one  of  the  two  following  methods:

2.1. 

Vehicle  test  (split  axle  test)

For  this  test  the  vehicle  shall  be  fully  laden  and  all  brake  applications  made  with  engine  disconnected,  on  a  level  road.

The  vehicle  service  brake  control  system  shall  be  equipped  with  a  means  of  isolating  front  and  rear  axle  brakes  so  that
either  may  be  used  independently  of  the  other.

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Where  brake  lining  assembly  approval  is  required  for  front  axle  brakes  the  rear  axle  brakes  shall  remain  inoperative
throughout  the  test.

Where  brake  lining  assembly  approval  is  required  for  rear  axle  brakes  the  front  axle  brakes  shall  remain  inoperative
throughout  the  test.

2.1.1. 

C o l d   p e r f o r m a n c e   e q u i v a l e n c e   t e s t

A  comparison  of  the  cold  performance  of  the  replacement  brake  lining  assembly  and  the  original  brake  lining  assembly
shall  be  made  by  comparing  the  results  of  testing  to  the  following  method:

2.1.1.1. 

Make  a  minimum  of  six  brake  applications  at  spaced  increments  of  pedal  effort  or  line  pressure  up  to  wheel  lock  or,
alternatively,  up  to  a  mean  fully  developed  deceleration  of  6  m/s2  or  up  to  the  allowed  maximum  pedal  force  for  the
category  of  vehicle  in  question  from  an  initial  speed  as  given  in  the  table  below:

Vehicle category

Test  speed  in  km/h

front  axle

rear  axle

M1

M2

N1

70

50

65

45

40

50

The  initial  brake  temperature  at  the  start  of  each  application  shall  be  #  100 °C.

2.1.1.2. 

Note and plot pedal force or line pressure and mean fully developed deceleration for each application, and determine the
pedal  force  or  line  pressure  required  to  achieve  (if  possible)  a  mean  fully  developed  deceleration  of  5  m/s2  for  front  axle
brakes  and  3  m/s2  for  rear  axle  brakes.  If  these  values  cannot  be  achieved  with  the  maximum  allowed  pedal  force
determine  alternatively  the  pedal  force  or  line  pressure  required  to  achieve  maximum  deceleration.

2.1.1.3. 

The  replacement  brake  lining  assembly  shall  be  considered  to  show  similar  performance  characteristics  to  the  original
brake lining assembly if the achieved mean fully developed decelerations at the same control force or line pressure in the
upper  two  thirds  of  the  generated  curve  are  within  15 %  of  these  obtained  with  the  original  brake  lining  assembly.

2.1.2. 

S p e e d   s e n s i t i v i t y   t e s t

2.1.2.1. 

Using the pedal force derived from item 2.1.1.2 of this Appendix and with initial brake temperature # 100 °C, make three
brake  applications  from  each  of  the  following  speeds:

Front  axle  65  km/h,  100  km/h  and  135  km/h  where  vmax  exceeds  150  km/h.

Rear  axle  45  km/h,  65  km/h  and  90  km/h  where  vmax  exceeds  150  km/h.

2.1.2.2. 

Average  the  results  for  each  group  of  three  applications  and  plot  speed  against  corresponding  mean  fully  developed
deceleration.

2.1.2.3. 

Mean  fully  developed  decelerations  recorded  for  the  higher  speeds  shall  lie  within  15 %  of  those  recorded  for  the  lowest
speed.

2.2. 

Inertia  dynamometer  test

2.2.1. 

T e s t   e q u i p m e n t

For  the  tests  an  inertia  dynamometer  shall  be  equipped  with  the  vehicle  brake  in  question.  The  dynamometer  shall  be
instrumented  for  continuous  recording  of  rotational  speed,  brake  torque,  pressure  in  the  brake  line,  number  of  rotations
after  brake  application,  braking  time  and  brake  rotor  temperature.

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2.2.2. 

T e s t   c o n d i t i o n s

2.2.2.1. 

The rotational mass of the dynamometer shall correspond to half the axle portion of the maximum vehicle mass as listed
in  the  table  below  and  to  the  rolling  radius  of  the  largest  tyre  that  is  authorised  for  that  vehicle  type(s).

Vehicle category

Axle  portion  of  maximum  vehicle  mass

M1

M2

N1

front

0,77

0,69

0,66

rear

0,32

0,44

0,39

2.2.2.2. 

The initial dynamometer rotational speed shall correspond to the linear vehicle speed as stated in points 2.2.3 and 2.2.4 of
this  Appendix  and  shall  be  based  on  the  dynamic  rolling  radius  of  the  tyre.

2.2.2.3. 

Brake linings submitted for test shall be fitted to the relevant brakes and, until a fixed burnishing procedure is established,
shall  be  burnished  to  the  manufacturer’s  instructions  in  agreement  with  the  technical  service.

2.2.2.4. 

If  cooling  air  is  used,  the  speed  of  the  airflow  at  the  brake  must  not  be  higher  than  10  km/h.

2.2.3. 

C o l d   p e r f o r m a n c e   e q u i v a l e n c e   t e s t

A  comparison  of  the  cold  performance  of  the  replacement  brake  lining  assembly  and  the  original  brake  lining  assembly
shall  be  made  by  comparing  the  results  of  testing  to  the  following  method.

2.2.3.1. 

From the initial speed of 80 km/h for M1  and N1  and 60 km/h for M2  and with brake temperature # 100 °C at the start
of  each  application  make  a  minimum  of  six  brake  applications  at  spaced  intervals  of  line  pressure  up  to  a  mean  fully
developed  deceleration  of  6  m/s2.

2.2.3.2. 

Note  and  plot  line  pressure  and  mean  fully  developed  deceleration  for  each  application,  and  determine  line  pressure
required  to  achieve  5  m/s2.

2.2.3.3. 

The  replacement  brake  lining  assembly  shall  be  considered  to  show  similar  performance  characteristics  to  the  original
brake lining assembly if the achieved mean fully developed decelerations at the same control force or line pressure  in the
upper  two  thirds  of  the  generated  curve  are  within  15 %  of  those  obtained  with  original  brake  lining  assembly.

2.2.4. 

S p e e d   s e n s i t i v i t y   t e s t

2.2.4.1. 

Using  the  line  pressure  derived  from  point  2.2.3.2.  and  with  initial  brake  temperature  #  100 °C  make  three  brake
applications  from  rotational  speeds  corresponding  to  vehicle  linear  speeds  of:

75  km/h,  120  km/h  and  160  km/h  where  vmax  exceeds  150  km/h

2.2.4.2. 

Average  the  results  for  each  group  of  three  applications  and  plot  speed  against  corresponding  mean  fully  developed
deceleration.

2.2.4.3. 

Mean  fully  developed  decelerations  recorded  for  the  higher  speeds  shall  lie  within  15 %  of  that  recorded  for  the  lowest
speed.

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Appendix  3

1. 

GENERAL

The test method described in this Appendix is based on an inertia dynamometer test. Alternatively the tests may be carried
out  on  a  test  vehicle  or  on  a  rolling  road  test  bench  provided  that  the  same  test  conditions  are  achieved  and  the  same
parameters  measured  as  in  the  inertia  dynamometer  test.

2. 

TEST  EQUIPMENT

For  the  tests  an  inertia  dynamometer  shall  be  equipped  with  the  vehicle  brake  in  question.  The  dynamometer  shall  be
instrumented  for  continuous  recording  of  rotational  speed,  brake  torque,  pressure  in  the  brake  line  or  actuation  force,
number  of  rotations  after  brake  application,  braking  time  and  brake  rotor  temperature.

2.1. 

Test  conditions

2.1.1. 

2.1.2. 

2.1.3. 

The rotational mass of the dynamometer shall correspond to half the relevant axle portion of the maximum vehicle mass
and  the  rolling  radius  of  the  largest  tyre  that  is  authorised  for  that  vehicle  type(s).

The  initial  dynamometer  rotational  speed  shall  correspond  to  the  linear  vehicle  speed  as  stated  in  point  3.1.  of  this
Appendix  and  shall  be  based  on  the  dynamic  rolling  radius  of  the  smallest  tyre  that  is  authorised  for  that  vehicle(s).

Brake lining assemblies submitted for the test shall be fitted to the relevant brake and, until a fixed burnishing procedure is
established,  shall  be  burnished  to  the  manufacturer’s  instruction  in  agreement  with  the  technical  service.

2.1.4. 

If  cooling  air  is  used  the  speed  of  the  airflow  at  the  brake  must  not  be  higher  than  10  km/h.

2.1.5. 

The  actuation  device  fitted  to  the  brake  must  correspond  to  the  vehicle  installation.

3. 

TESTS  AND  REQUIREMENTS

3.1. 

Test  0  test

From the initial speed of 60 km/h with a brake temperature # 100 °C at the start of each application make a minimum of
six consecutive brake applications at spaced intervals of line pressure or application force up to the maximum line pressure
or  up  to  6  m/s2  deceleration.  Repeat  the  last  brake  application  using  an  initial  speed  of  40  km/h.

3.2. 

Type  I  test

3.2.1. 

H e a t i n g   p r o c e d u r e

The brake shall be heated with continuous braking according to the requirement of Annex II, point 1.3.2. starting with a
brake  rotor  temperature  #  100  °C.

3.2.2. 

H o t   p e r f o r m a n c e

On  completion  of  the  heating  procedure  the  hot  performance  from  an  initial  speed  of  40  km/h  shall  be  measured  under
the  conditions  of  point  3.1  above  using  the  same  line  pressure  or  application  force  (the  temperature  conditions  may  be
different). The mean fully developed deceleration with the heated brake must not be less than 60 % of the value achieved
with  the  cold  brake  or  3,5  m/s2.

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3.3. 

Cold  performance  equivalence  test

A  comparison  of  the  cold  performance  of  the  replacement  brake  lining  assembly  and  the  original  brake  lining  assembly
shall  be  made  by  comparing  the  results  of  the  Type  0  test  as  described  in  point  3.1.

3.3.1. 

The  Type  0  test  as  prescribed  in  point  3.1.  shall  be  performed  with  one  set  of  the  original  brake  lining  assembly.

3.3.2. 

The  replacement  brake  lining  assembly  shall  be  considered  to  show  similar  performance  characteristics  to  the  original
brake  lining  assembly  if  the  achieved  mean  fully  developed  declarations  at  the  same  line  pressure  or  application  force  in
the  upper  two  thirds  of  the  generated  curve  within  15 %  of  those  obtained  with  the  original  brake  lining  assembly.

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Appendix  4

Determination  of  friction  behaviour  by  machine  testing

1. 

1.1. 

1.2. 

1.3. 

2. 

2.1. 

2.2. 

2.3. 

2.4. 

2.5. 

INTRODUCTION

Samples of a replacement brake lining assembly type shall be tested on a machine capable of generating the test conditions
and  applying  the  test  procedures  described  in  this  Appendix.

Test  results  shall  be  evaluated  to  determine  sample  friction  behaviour.

The  friction  behaviour  of  samples  shall  be  compared  to  assess  conformity  with  the  standard  registered  for  a  replacement
brake  lining  assembly  type.

EQUIPMENT

The  machine  shall  be  designed  to  accept  and  operate  a  full  size  brake  similar  to  those  fitted  to  the  vehicle  axle  used  for
approval  testing  to  point  5  of  this  Annex.

The  disc  or  drum  rotational  speed  shall  be  660  ±  10  min−1  without  load  and  shall  not  fall  below  600  min−1  on  full
load.

The  test  cycles  and  brake  applications  during  the  cycles  shall  be  adjustable  and  automatic.

Output  torque  or  brake  pressure  (constant  torque  method)  and  working  surface  temperature  shall  be  recorded.

Provisions  shall  be  made  to  direct  cooling  air  across  the  brake  at  a  rate  of  600  ±  60  m3/h.

3. 

TEST  PROCEDURE

3.1. 

Sample preparation

The  manufacturer’s  bedding  schedule  shall  ensure  a  minimum  of  80 %  surface  contact  area  for  pad  assemblies  without
exceeding  a  surface  temperature  of  300  °C  and  70 %  surface  contact  area  for  the  leading  shoe  assemblies  without
exceeding  a  surface  temperature  of  200  °C.

3.2. 

Test  schedule

The test schedule comprises a number of consecutive braking cycles each containing ł braking intervals of 5 seconds brake
applied  followed  by  10  seconds  brake  released.

The  following  two  methods  may  be  used  alternatively:

3.2.1. 

T e s t   s c h e d u l e   w i t h   c o n s t a n t   p r e s s u r e

3.2.1.1. 

Pad assemblies

The  hydraulic  pressure  p  under  the  piston(s)  of  the  calliper  shall  be  constant  following  the  formula:

p  =

Md
0,57  ×  rw  ×  Ak

Md =  150  Nm  for  Ak  #  18,1  cm2
Md =  300  Nm  for  Ak  .  18,1  cm2

Ak  =  area  of  calliper  piston(s)

rw  =  effective  radius  of  disc

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No  of  cycle

Number  of  brake
applications  ł

Initial  brake  rotor
temperature
(°C)  y

Maximum  brake  rotor
temperature
(°C)

Forced  cooling

1
2-6
7

1  ×  10
5  ×  10
1  ×  10

#  60
100
100

open
open  (350)
open

no
no
yes

3.2.1.2 

S h o e   a s s e m b l i e s

The  mean  contact  pressure  at  the  brake  lining  working  surface  shall  be  constant  at  22  ±  6  N/cm2  calculated  for  a  static
brake  without  self-energising.

No  of  cycle

Number  of  brake
applications  ł

Initial  brake  rotor
temperature
(°C)

Maximum  brake  rotor
temperatur
(°C)

Forced  cooling

1
2
3
4

1  ×  10
1  ×  10
1  ×  10
1  ×  10

#  60
100
100
100

200
open
200
open

yes
no
yes
no

3.2.2. 

T e s t   s c h e d u l e   w i t h   c o n s t a n t   t o r q u e

This method applies only for pad assemblies. The brake torque shall be constant within a tolerance of ± 5 % and adjusted
to  guarantee  the  maximum  brake  rotor  temperatures  given  in  the  table  below.

No  of  cycle

Number  of  brake
applications  ł

Initial  brake  rotor
temperature
(°C)

Maximum  brake  rotor
temperature
(°C)

Forced  cooling

1
2-4
5
6-9
10
11-13
14

1  ×  5
3  ×  5
1  ×  10
4  ×  5
1  ×  10
3  ×  5
1  ×  5

#  60
100
100
100
100
100
#  60

300-350
300-350
500-600
300-350
500-600
300-350
300-350

no
no
no
no
no
no
no

3.3. 

Evaluation  of  test  results

Friction behaviour is determined from the brake torque noted at selected points in a test schedule. Where brake factor is
constant,  e.g.  a  disc  brake,  brake  torque  may  be  translated  to  coefficient  of  friction.

3.3.1. 

P a d   a s s e m b l i e s

3.3.1.1. 

The  operational  coefficient  of  friction  (µop)  is  the  mean  of  the  values  recorded  during  cycles  two  to  seven  (constant
pressure  method)  or  during  cycles  2-4,  6-9  and  11-13  (constant  torque  method);  measurement  being  made  one  second
after  commencing  the  first  brake  application  of  each  cycle.

3.3.1.2. 

The  maximum  coefficient  of  friction  (µmax)  is  the  lowest  value  recorded  during  all  cycles.

3.3.1.3. 

The  minimum  coefficient  of  friction  (µmin)  is  the  lowest  value  recorded  during  all  cycles.

3.3.2. 

S h o e   a s s e m b l i e s

3.3.2.1. 

The  mean  torque  (Mmean)  is  the  average  of  the  maximum  and  minimum  values  of  brake  torque  recorded  during  the  fifth
brake  application  of  cycles  one  and  three.

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3.3.2.2. 

The hot torque (Mhot) is the minimum brake torque developed during cycles two and four. If the temperature exceeds 300
°C  during  these  cycles  the  value  at  300  °C  is  to  be  taken  as  Mhot.

3.4. 

Acceptance criteria

3.4.1. 

With  each  application  for  approval  of  a  brake  lining  assembly  type  there  shall  be  submitted:

3.4.1.1. 

for  pad  assemblies,  values  for  (µop),  (µmin)  en  (µmax)

3.4.1.2. 

for  shoe  assemblies,  values  for  Mmean  and  Mhot.

3.4.2. 

During production of an approved brake lining assembly type, test samples must demonstrate compliance with the values
registered  under  point  3.4.1.  of  this  Appendix  with  the  following  tolerances:

3.4.2.1. 

for  disc  brake  pads:

µop  ±  15 %  of  registered  value
µmin  $  registered value
µmax  #  registered value

3.4.2.2. 

for  simplex  drum  brake  linings:

Mmean  ±  20 %  of  registered  value
Mhot  $  registered  value.

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ANNEX  XVI

MODEL

(maximum  format:  A4  (210  ×  297  mm)

EC  TYPE-APPROVAL  CERTIFICATE

Stamp  of  administration

Communication  concerning  the:
—  type-approval (1)
—  extension  of  type-approval (1)
—  refusal  of  type-approval (1)
—  withdrawal  of  type-approval (1)
of  a  type  of  vehicle/component/separate  technical  unit (1)  with  regard  to  Directive  71/320/EC  as  last  amended  by  Directive  98/12/EC.

EC  type-approval  number:  .................................................................................

Reason  for  extension:  .........................................................................................

SECTION  I

1. 

2. 

3. 

Make  (trade  name  of  manufacturer):

Type  and  general  commercial  description:
Means  of  identification  of  type  if  marked  on  the  vehicle  component/separate  technical  unit (1) (2):

3.1.  Location  of  that  marking:
Category  of  vehicle (1) (3):

4. 

5. 

6. 

7. 

Name  and  address  of  manufacturer:

In  the  case  of  components  and  separate  technical  units,  location  and  method  of  affixing  of  the  EC  approval  mark:

Address(es)  of  assembly  plant(s):

SECTION  II

1.  Additional  information  (where  applicable):  See  Addendum

2.  Technical  service  responsible  for  carrying  out  the  tests:

3.  Date  of  test  report:

4.  Number  of  test  report:

5.  Remarks  (if  any):  See  Addendum

6.  Place:

7.  Date:

8.  Signature:

9.  The  index  to  the  information  package  lodged  with  the  approval  authority,  which  may  be  obtained  on  request,  is  attached.

(1)  Delete  where  inapplicable.
(2)  If the means of identification of type contains characters not relevant to describe the vehicle component or separate technical unit types covered by this

type-approval  certificate  such  characters  shall  be  represented  in  the  documentation  by  the  symbol:  ‘?’  (e. g.  ABC?123?).

(3)  As  defined  in  Annex  II  (A)  to  Directive  70/156/EEC.

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18.3.98

to  EC  type-approval  certificate  No  . . .  concerning  the  separate  technical  unit  type  approval  of  a  brake  lining  assembly  with  regard  to
Directive  71/320/EEC  as  last  amended  by  Directive  98/12/EC

Addendum

1. 

Additional  information

1.1.  Make  and  type  of  brake  lining  assembly:

1.2.  Make  and  type  of  brake  lining:

1.3.  Vehicles/axles/brakes  for  which  brake  lining  assembly  type  qualifies  as  original  brake  lining  assembly:

...............................................................................................................................................................................................................

...............................................................................................................................................................................................................

1.4.  Vehicles/axles/brakes  for  which  brake  lining  assembly  type  qualifies  as  replacement  brake  lining  assembly:

...............................................................................................................................................................................................................

...............................................................................................................................................................................................................

5. 

Remarks:  ...............................................................................................................................................................................................

...............................................................................................................................................................................................................

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ANNEX  XVII

INFORMATION  DOCUMENT  No  . . .

relating  to  EC  type-approval  of  brake  lining  assemblies.

(Directive  71/320/EEC  as  last  amended  by  Directive  98/12/EC)

The following information, if applicable, shall be supplied in triplicate and include a list of contents. Any drawings shall be supplied in
appropriate  scale  and  in  sufficient  detail  on  size  A4  format.  Photographs,  if  any,  shall  show  sufficient  detail.

If  the  systems,  components  or  separate  technical  units  have  electronic  controls,  information  concerning  their  performance  shall  be
supplied.

0. 

0.1. 

0.2. 

0.5. 

0.7. 

0.8. 

1. 

1.1. 

1.2. 

1.3. 

1.4. 

1.5. 

1.6. 

1.7. 

GENERAL

Make  (trade  name  of  manufacturer):  .......................................................................................................................................

Type:  .........................................................................................................................................................................................

Name  and  address  of  manufacturer:  ........................................................................................................................................

In  the  case  of  components  and  separate  technical  units,  location  and  method  of  affixing  the  EC  approval  mark:  ............

Address(es)  of  assembly  plant(s):  .............................................................................................................................................

DESCRIPTION  OF  THE  DEVICE

Make  and  type  of  brake  lining  assembly:

Make  and  type  of  brake  lining:

Vehicle(s)/axle(s)/brake(s)  for  which  the  brake  lining  assembly  qualifies  as  original  brake  lining  assembly:  ........................

Vehicle(s)/axle(s)/brake(s) for which the brake lining assembly is intended to qualify as replacement brake lining assembly:

....................................................................................................................................................................................................

Drawings(s)  of  the  brake  lining  assembly  showing  functional  dimensions:  ...........................................................................

Indication  of  positions  on  the  vehicle(s)/axle(s)/brake(s)  for  which  approval  is  sought:  .......................................................

Values  for  friction  behaviour  (see  point  3.4.1  of  Appendix  4  to  Annex  XV):  ......................................................................

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18.3.98

ANNEX  XVIII

INFORMATION  DOCUMENT  No  . . .

pursuant  to  Annex  I  of  Council  Directive  70/156/EEC (*)  relating  to  EC  type-approval  of  a  vehicle  with  respect  to  the  braking
equipment  of  motor  vehicles

(Directive  71/320/EEC  as  last  amended  by  Directive  98/12/EC).

The following information, if applicable, shall be supplied in triplicate and include a list of contents. Any drawings shall be supplied in
appropriate  scale  and  in  sufficient  detail  on  size  A4  format.  Photographs,  if  any,  shall  show  sufficient  detail.

If  the  systems,  components  or  separate  technical  units  have  electronic  controls,  information  concerning  their  performance  shall  be
supplied.

0. 

GENERAL

0.1. 

0.2. 

0.3. 

Make  (trade  name  of  manufacturer):

Type:

Means  of  identification  of  type,  if  marked  on  the  vehicle (b):

0.3.1. 

Location  of  that  marking:

0.4. 

0.5. 

0.8. 

Category  of  vehicle (c):

Name  and  address  of  manufacturer:

Address(es)  of  assembly  plant(s):

1. 

GENERAL  CONSTRUCTION  CHARACTERISTICS  OF  THE  VEHICLE.

1.1. 

1.3. 

Photographs  and/or  drawings  of  a  representative  vehicle:

Number  of  axles  and  wheels:

1.3.1. 

Number  and  position  of  axles  with  double  wheels:

1.3.3. 

Powered  axles  (number,  position,  interconnection):

1.8. 

Hand  of  drive:  left/right (1)

2. 

MASSES  AND  DIMENSIONS (e)  (in  kg  and  mm)  (Refer  to  drawing  where  applicable)

2.1. 

Wheelbase(s)  (fully  loaded) (f):

2.3.1. 

Track  of  each  steered  axle (i):

2.6 

Mass of the vehicle with bodywork, and with coupling device in the case of a towing vehicle of category other than M1  in
running  order,  or  mass  of  the  chassis  with  cab  if  the  manufacturer  does  not  fit  the  bodywork  and/or  coupling  device
(including  coolant,  oils,  fuel,  100 %  other  liquids  except  used  waters,  tools,  spare  wheel  and  driver  and,  for  buses  and
coaches,  the  mass  of  the  crew  member  (75  kg)  if  there  is  a  crew  seat  in  the  vehicle):  (maximum  and  minimum):. . .

2.6.1 

Distribution  of  this  mass  among  the  axles  and,  in  the  case  of  a  semi-trailer  or  centre-axle  trailer,  load  on  the  coupling
point:  (maximum  and  minimum):. . .

(*)  The  point  numbers  and  footnotes  used  in  this  information  document  correspond  to  those  set  out  in  Annex  I  to  Directive  70/156/EEC.  Points  not

relevant  for  the  purpose  of  this  Directive  are  omitted.

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2.7. 

Minimum  mass  of  the  completed  vehicle  as  stated  by  the  manufacturer,  in  the  case  if  an  incomplete  vehicle:

2.7.1. 

2.8. 

2.8.1. 

2.9. 

2.10. 

2.11. 

Distribution  of  this  mass  among  the  axles  and,  in  the  case  of  semi-trailer  or  centre-axle  trailer,  load  on  the  coupling
point:

Technically  permissible  maximum  laden  mass  stated  by  the  manufacturer  (maximum  and  minimum (y):

Distribution of this mass among the axles and, in the case of semi-trailer or centre-axle trailer, load on the coupling point
(maximum  and  minimum):

Technically  permissible  maximum  load/mass  on  each  axle:

Technically  permissible  maximum/mass  on  each  axle  group:

Technically  permissible  maximum  towable  mass  of  the  motor  vehicle  in  the  case  of:

2.11.1. 

Full trailer:

2.11.2. 

Semi-trailer:

2.11.3. 

Centre-axle trailer:

2.11.3.1. 

Maximum  ratio  of  the  coupling  overhang (p)  to  the  wheelbase:

2.11.4. 

Technically  permissible  maximum  mass  of  the  combination:

2.11.6. 

Maximum  mass  of  unbraked  trailer:

2.12. 

Technically  permissible  maximum  static  vertical  load/mass  on  the  vehicle’s  coupling  point:

2.12.1 

of  the  motor  vehicle:

3. 

POWER  PLANT (q)

3.1. 

Manufacturer:

3.1.1. 

Manufacturer’s  engine  code  (as  marked  on  the  engine,  or  other  means  of  identification):

3.2. 

Internal  combustion  engine

3.2.1.1. 

Working  principle:  positive  ignition/compression  ignition,  four  stroke/two  stroke (1):

3.2.1.9. 

Maximum  permitted  engine  speed  as  prescribed  by  the  manufacturer:  . . .  min-1

3.2.5. 

Electrical system

3.2.5.1. 

Rated  voltage:  . . .  V  positive/negative  ground (1)

3.2.5.2. 

Generator:

3.2.5.2.1. 

Type:

3.2.5.2.2. 

Nominal  output:  . . .  VA

3.3. 

Electric  motor

3.3.1. 

Type  (winding,  excitation):

3.3.1.1. 

Maximum  hourly  output:  . . .  kW

3.3.1.2. 

Operating  voltage:  . . .  V

3.3.2. 

Battery

3.3.2.2. 

Mass: . . .  kg

3.4. 

Other  engines  or  motors  or  combinations  thereof  (particulars  regarding  the  parts  of  such  engines  or  motors):

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4. 

4.1. 

4.2. 

4.6. 

TRANSMISSION

Drawing  of  the  transmission (**):

Type  (mechanical,  hydraulic,  electric,  etc.):

Gear  ratios

Gear

Internal  gearbox  ratios  (ratios
of  engine  to  gearbox  output
shaft  revolutions)

Final  drive  ratio(s)  (ratio  of
gearbox  output  shaft  to  driven
wheel  revolutions

Total  gear  ratios

Maximum  for  CVT (1)
1
2
3
. . .
Minimum  for  CVT (1)
Reverse

(1)  Continuously  variable  transmission.

4.7. 

Maximum  vehicle  speed  (in  km/h) (w):

5. 

AXLES

5.4. 

Position  of  retractable  axle(s):

6. 

6.1. 

6.2. 

6.6. 

6.6.1. 

SUSPENSION

Drawing  of  the  suspension  arrangements (**):

Type  and  design  of  the  suspension  of  each  axle  or  group  of  axles  or  wheel:

Tyres  and  wheels

Tyre/wheel  combination(s)  (for  tyres  indicate  size  designation,  minimum  load-capacity  index,  minimum  speed  category
symbol;  for  wheels  indicate  rim  size(s)  and  off-set(s)

6.6.1.1. 

AXLES

6.6.1.1.1. 

Axle  1:

6.6.1.1.2. 

Axle  2:

6.6.1.1.3. 

Axle  3:

6.6.1.1.4. 

Axle  4:

etc.

6.6.2. 

Upper  and  lower  limit  of  rolling  radii:

6.6.2.1. 

Axle  1:

6.6.2.2. 

Axle  2:

6.6.2.3. 

Axle  3:

6.6.2.4. 

Axle  4:

etc.

6.6.3. 

Tyre  pressure(s)  as  recommended  by  the  vehicle  manufacturer:

. . .kPa

6.6.5. 

Brief  description  of  temporary-use  spare  unit,  if  any:

(**) 

If  necessary  for  the  explanation  of  point  8.

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8. 

BRAKES

8.1. 

8.2. 

8.2.1. 

8.2.2. 

8.2.3. 

8.2.4. 

8.3. 

8.4. 

8.5. 

8.5.1. 

8.6. 

8.7. 

8.7.1. 

8.7.2. 

8.8. 

8.9. 

8.10. 

The  following  particulars,  including  means  of  identification,  where  applicable,  are  to  be  given:

Type  and  characteristics  of  the  brakes  (as  defined  in  Annex  I,  point  1.6  to  Directive  71/320/EEC)  with  a  drawing,  (e.g.
drums  or  discs,  wheels  braked,  connection  to  braked  wheels,  make  and  type  of  shoe/pad  assemblies  and/or  linings,
effective braking areas, radius of drums, shoes or discs, mass of drums, adjustment devices relevant parts of the axle(s) and
suspension,  etc.

Operating  diagram,  description  and/or  drawing  of  the  following  braking  systems  (as  defined  in  Annex  I,  point  1.2  to
Directive  71/320/EEC)  with  e.g.  transmission  and  control  (construction,  adjustment,  lever  ratios,  accessibility  of  control
and  its  position,  ratchet  controls  in  the  case  of  mechanical  transmission,  characteristics  of  the  main  parts  of  the  linkage,
cylinders  and  control  pistons,  brake  cylinders  or  equivalent  components  in  the  case  of  electrical  braking  systems).

Service  braking  system:

Secondary  braking  system:

Parking  braking  system:

Any  additional  braking  system:

Control  and  transmission  of  trailer  braking  systems  in  vehicles  designed  to  tow  a  trailer:

Vehicle  is  equipped  to  tow  a  trailer  with  electric/pneumatic/hydraulic (1)  service  brakes:  yes/no (1)

Anti-lock  braking  system:  Yes/No/Optional (1)

For vehicles with anti-lock braking systems, description of system operation (including any electronic parts), electric block
diagram,  hydraulic  or  pneumatic  circuit  plan:

Calculation and curves according to the Appendix to point 1.1.4.2. of Annex II to Directive 71/320/EEC (or the Appendix
to  Annex  XI,  if  applicable):

Description  and/or  drawing  of  the  energy  supply  (also  to  be  specified  for  power-assisted  braking  systems):

In  the  case  of  compressed  air  systems,  working  pressure  p2  in  the  pressure  reservoir(s):

In  the  case  of  vacuum  braking  systems,  the  initial  energy  level  in  the  reservoir(s):

Calculation of the braking system; determination of the ratio between the total braking forces at the circumference of the
wheels  and  the  force  applied  to  the  braking  control:

Brief  description  of  the  braking  systems  (according  to  point  1.6.  of  Annex  IX,  Appendix  1  to  Directive  71/320/EEC):

If claiming exemptions from the Type I and/or Type II or Type III tests, state the number of the report in accordance with
Appendix  2  of  Annex  VII  to  Directive  71/320/EEC:

Date:  ......................................................................

File:  ...............................................................................................

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ANNEX  XIX

INFORMATION  DOCUMENT  No  . . .

pursuant  to  Annex  I  of  Council  Directive  70/156/EEC (*)  relating  to  EC  type-approval  of  a  vehicle  with  respect  to  the  braking
equipment  of  trailers  with  other  than  inertia  (overrun)  brakes

(Directive  71/320/EEC  as  last  amended  by  Directive  98/12/EC).

The following information, if applicable, shall be supplied in triplicate and include a list of contents. Any drawings shall be supplied in
appropriate  scale  and  in  sufficient  detail  on  size  A4  format.  Photographs,  if  any,  shall  show  sufficient  detail.

If  the  systems,  components  or  separate  technical  units  have  electronic  controls,  information  concerning  their  performance  shall  be
supplied.

0. 

0.1. 

0.2. 

0.3. 

GENERAL

Make  (trade  name  of  manufacturer):

Type:

Means  of  identification  of  type,  if  marked  on  the  vehicle (b):

0.3.1. 

Location  of  that  marking:

0.4. 

0.5. 

0.8 

1. 

1.1. 

1.3. 

Category  of  vehicle (c):

Name  and  address  of  manufacturer:

Address(es)  of  assembly  plant(s):

GENERAL  CONSTRUCTION  CHARACTERISTICS  OF  THE  VEHICLE

Photographs  and/or  drawings  of  a  representative  vehicle:

Number  of  axles  and  wheels:

1.3.1. 

Number  and  position  of  axles  with  double  wheels:

2. 

MASSES  AND  DIMENSIONS (e)  (in  kg  and  mm)  (Refer  to  drawing  where  applicable)

2.1. 

Wheelbase(s)  (fully  loaded) (f):

2.3.1. 

Track  of  each  steered  axle (i):

2.6 

2.6.1 

2.7. 

2.7.1. 

Mass of the vehicle with bodywork, and with coupling device in the case of a towing vehicle of category other than M1  in
running  order,  or  mass  of  the  chassis  with  cab  if  the  manufacturer  does  not  fit  the  bodywork  andlor  coupling  device
(including  coolant,  oils,  fuel,  100 %  other  liquids  except  used  waters,  tools,  spare  wheel  and  driver  and,  for  buses  and
coaches,  the  mass  of  the  crew  member  (75  kg)  if  there  is  a  crew  seat  in  the  vehicle)  (maximum  and  minimum):. . .

Distribution  of  this  mass  among  the  axles  and,  in  the  case  of  a  semi-trailer  or  centre-axle  trailer,  load  on  the  coupling
point  (maximum  and  minimum):. . .

Minimum  mass  of  the  completed  vehicle  as  stated  by  the  manufacturer,  in  the  case  if  an  incomplete  vehicle:

Distribution  of  this  mass  among  the  axles  and,  in  the  case  of  semi-trailer  or  centre-axle  trailer,  load  on  the  coupling
point:

2.8. 

Technically  permissible  maximum  laden  mass  stated  by  the  manufacturer (y)(maximum  and  minimum):

(*)  The  point  numbers  and  footnotes  used  in  this  information  document  correspond  to  those  set  out  in  Annex  I  to  Directive  70/156/EEC.  Points  not

relevant  for  the  purpose  of  this  Directive  are  omitted.

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2.8.1. 

2.9. 

2.10. 

2.12. 

Distribution of this mass among the axles and, in the case of semi-trailer or centre-axle trailer, load on the coupling point
(maximum  and  minimum):

Technically  permissible  maximum  load/mass  on  each  axle:

Technically  permissible  maximum  load/mass  on  each  axle  group:

Technically  permissible  maximum  static  vertical  load/mass  on  the  vehicle’s  coupling  point:

2.12.2 

of  the  semi-trailer  or  centre-axle  trailer:

5. 

AXLES

5.4. 

Position  of  retractable  axle(s):

6. 

6.1. 

6.2. 

6.6. 

6.6.1. 

SUSPENSION

Drawing  of  the  suspension  arrangements (**):

Type  and  design  of  the  suspension  of  each  axle  or  group  of  axles  or  wheel:

Tyres  and  wheels

Tyre/wheel  combination(s)  (for  tyres  indicate  size  designation,  minimum  load-capacity  index,  minimum  speed  category
symbol;  for  wheels  indicate  rim  size(s)  and  off-set(s)

6.6.1.1. 

AXLES

6.6.1.1.1. 

Axle  1:

6.6.1.1.2. 

Axle  2:

6.6.1.1.3. 

Axle  3:

6.6.1.1.4. 

Axle  4:

etc.

6.6.2. 

Upper  and  lower  limit  or  rolling  radii:

6.6.2.1. 

Axle  1:

6.6.2.2. 

Axle  2:

6.6.2.3. 

Axle  3:

6.6.2.4. 

Axle  4:

etc.

6.6.3. 

Tyre  pressure(s)  as  recommended  by  the  vehicle  manufacturer:  . . .  kPa

8. 

BRAKES

The  following  particulars,  including  means  of  identification,  where  applicable,  are  to  be  given:

8.1. 

8.2. 

Type  and  characteristics  of  the  brakes  (as  defined  in  Annex  I,  point  1.6,  to  Directive  71/320/EEC)  with  a  drawing,  (e.g.
drums  or  discs,  wheels  braked,  connection  to  braked  wheels,  make  and  type  of  shoe/pad  assemblies  and/or  linings,
effective braking areas, radius of drums, shoes or discs, mass of drums, adjustment devices relevant parts of the axle(s) and
suspension,  etc.):

Operating  diagram,  description  and/or  drawing  of  the  following  braking  systems  (as  defined  in  Annex  I,  point  1.2,  to
Directive  71/320/EEC)  with  e.g.  transmission  and  control  (construction,  adjustment,  lever  ratios,  accessibility  of  control
and  its  position,  ratchet  controls  in  the  case  of  mechanical  transmission,  characteristics  of  the  main  parts  of  the  linkage,
cylinders  and  control  pistons,  brake  cylinders  or  equivalent  components  in  the  case  of  electrical  braking  systems).

(**) 

If  necessary  for  the  explanation  of  point  8.

L  81/146

EN

Official  Journal  of  the  European  Communities

18.3.98

8.2.1. 

8.2.3. 

8.2.4. 

8.2.5. 

8.5 

8.5.1 

8.6. 

8.7. 

8.7.1. 

8.7.2. 

8.8. 

8.9. 

8.10. 

Service  braking  system:

Parking  braking  system:

Any  additional  braking  system:

Break-away  braking  system

Anti-lock  braking  system:  Yes/No/Optional (1)

For vehicles with anti-lock braking systems, description of system operation (including any electronic parts), electric block
diagram,  hydraulic  or  pneumatic  circuit  plan:

Calculation and curves according to the Appendix to point 1.1.4.2. of Annex II to Directive 71/320/EEC (or the Appendix
to  Annex  XI,  if  applicable):

Description  and/or  drawing  of  the  energy  supply  (also  to  be  specified  for  power-assisted  braking  system):

In  the  case  of  compressed  air  braking  systems,  working  pressure  p2  in  the  pressure  reservoir(s):

In  the  case  of  vacuum  braking  systems,  the  initial  energy  level  in  the  reservoir(s):

Calculation of the braking system; determination of the ratio between the total braking forces at the circumference of the
wheels  and  the  force  applied  to  the  braking  control:

Brief  description  of  the  braking  systems  (according  to  point  1.6.  of  Annex  IX,  Appendix  1  to  Directive  71/320/EEC):

If claiming exemptions from the Type I and/or Type II or Type III tests, state the number of the report in accordance with
Appendix  2  of  Annex  VII  to  Directive  71/320/EEC:

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