Document ID: chunk:federal_register_of_legislation:F2025C00113:front:0:p18
Version: federal_register_of_legislation:F2025C00113
Segment Type: other
Provision Reference: 
Character Range: 50832–53881

2.           Entire subsections of the 'Brake System' have been removed, as would be the case in converting a modular three 'Axle' system to a modular two 'Axle' system, such that the effect if any is to slightly increase the energy flow rate to and from the remaining brake sub-systems;
             3.           The energy required to actuate the substitute brake actuators to their maximum design level is less.

 1.                                       SERVICE BRAKE EFFECTIVENESS CALCULATION
     1.                                 In the case of an 'Axle Group' fitted with a 'Brake Reactive Suspension' the distribution of braking effort amongst the 'Axles' in an 'Axle Group' must be in the range of 'Skid Limit' values determined for the suspension in accordance with clause 22.4.
     2.                                 In the case of 'Dog Trailers' at least one front 'Axle' must have a higher friction utilisation than that of at least one rear 'Axle' at decelerations greater than:
             1.           0.3 g in the case of two-'Axle' 'Dog Trailers'; and
             1.           0.15 g in the case of 'Dog Trailers' with three or more 'Axles'.
              1.                           In the case of two-'Axle' 'Dog Trailers'-the friction utilisation factors may be calculated according to:

 so:
 and:

 T1  Tangential Force at front wheel (N)
 T2  Tangential Force at rear wheel (N)
 F1   Friction utilisation factor for front wheel
 F2   Friction utilisation factor for rear wheel
 P 1  front 'Axle' static load (N)
 P 2  rear 'Axle' static load (N)
 P total static 'Axle Load' (N)
 h height of trailer and load centre of mass (m)
 L 'Wheel Base' (m)
 z deceleration, as a proportion of acceleration due to gravity.
          1.                           No friction utilisation factor (F) must exceed 0.7 at z = 0.45 (a friction utilisation factor of greater than 0.7 is taken as to mean that wheel lock would have occurred in the physical test otherwise required by clause 11).
          1.                                  The 'Established Retardation Coefficient' of the trailer must be calculated using the formula in clause 17.3.2 at levels of input 'Control Signal' starting no higher than 0.2 'E' and increasing in increments of not more than 0.2 'E' until an 'Established Retardation Coefficient' of not less than 0.45 is achieved.
              1.                           All calculated 'Established Retardation Coefficient' values must lie between the upper and lower boundaries of Figure 1 or Figure 2, as specified in clause 7.1.7.
              2.                          The 'Established Retardation Coefficient' must be calculated by:

 where:
 e  is the value of 'E'
             C is the ratio of output Signal Level to 'Control Signal' strength for the 'Control System' for the 'Axle' concerned
             T is the 'Brakes' output torque per unit input signal to the 'Brakes' actuator from output of the 'Control System' for the 'Axle' concerned
 R is the rolling radius of the tyre on the wheel
 P