24.2.2023
EN
Official Journal of the European Union
L 60/27
1.5.1.2.
If the characteristics of the vehicle make it impossible to abide by the duration prescribed for Δt, 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 stabilizing the speed v1.
1.5.1.3.
In these tests, the force applied to the control shall be so adjusted as to attain a mean deceleration of 3 m/s2 during every brake application; two preliminary tests may be carried out to determine the appropriate control force.
1.5.1.4.
During brake applications, the highest gear ratio (excluding overdrive, etc.) shall be continuously engaged.
1.5.1.5.
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).
1.5.1.6.
For vehicles not having sufficient autonomy to carry out the cycles of heating of the brakes, the tests shall be carried out by achieving the prescribed speed before the first braking application and thereafter by using the maximum acceleration available to regain speed and then braking successively at the speed reached at the end of each 45 second cycle duration.
1.5.1.7.
For vehicles equipped with an electric regenerative braking system of category B, the condition of the vehicle batteries at the start of the test, shall be such that the braking force contribution provided by the electric regenerative braking system does not exceed the minimum guaranteed by the system design.
This requirement is deemed to be satisfied if the batteries are at one of the state of charge conditions as listed in paragraph 1.4.1.2.3. above.
1.5.2.
Hot performance
1.5.2.1.
At the end of the Type-I test (described in paragraph 1.5.1. of this annex) the hot performance of the service braking system shall be measured in the same conditions (and in particular at a mean 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).
1.5.2.2.
This hot performance shall not be less than 75 (2) per cent of that prescribed, nor less than 60 per cent of the figure recorded in the Type-0 test with the engine disconnected.
1.5.2.3.
For vehicles fitted with an electric regenerative braking system of category A, during brake applications, the highest gear shall be continuously engaged and the separate electric braking control, if any, not used.
1.5.2.4.
In the case of vehicles equipped with an electric regenerative braking system of category B, having carried out the heating cycles according to paragraph 1.5.1.6. of this annex, the hot performance test shall be carried out at the maximum speed which can be reached by the vehicle at the end of the brake heating cycles, unless the speed specified in paragraph 2.1.1.(A) of this annex can be reached.
For comparison, a later Type-0 test with cold brakes shall be repeated from this same speed and with a similar electric regenerative braking contribution, as set by an appropriate state of battery charge, as was available during the hot performance test.
Following the recovery process and test, further reconditioning of the linings shall be permitted before the test is made to compare this second cold performance with that achieved in the hot test, against the criteria of paragraphs 1.5.2.2. or 1.5.2.5. of this annex.
The tests may be conducted without a regenerative braking component.
In this case, the requirement on the state of charge of the batteries is not applicable.
1.5.2.5.
In the case of a vehicle which satisfies the 60 per cent requirement specified in paragraph 1.5.2.2. of this annex, but which cannot comply with the 75 (2) per cent requirement of paragraph 1.5.2.2. of this annex, a further hot performance test may be carried out using a control force not exceeding that specified in paragraph 2. of this annex.
The results of both tests shall be entered in the report.
(2) This corresponds to a stopping distance of 0,1 v + 0,0080 v2 and a mean fully developed deceleration of 4,82 m/s2.