Commission Delegated Regulation (EU) 2015/68 of 15 October 2014 supplementing Regulation (EU) No 167/2013 of the European Parliament and of the Council with regard to vehicle braking requirements for the approval of agricultural and forestry vehicles Text with EEA relevance
Modified by
- Commission Delegated Regulation (EU) 2016/1788of 14 July 2016amending Regulation (EU) No 167/2013 of the European Parliament and of the Council as regards the list of requirements for vehicle EU type-approval, and amending and correcting Commission Delegated Regulations (EU) No 1322/2014, (EU) 2015/96, (EU) 2015/68 and (EU) 2015/208 with regard to vehicle construction and general requirements, to environmental and propulsion unit performance requirements, to vehicle braking requirements and to vehicle functional safety requirements(Text with EEA relevance), 32016R1788, October 13, 2016
(1) "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; the system consists of the control device, the transmission and the brake; (2) "service braking system" means the braking system that enables the driver to control the movement of the vehicle and to halt it safely, speedily and effectively, for all the range of speed and load that the vehicle is approved to operate, on any up or down gradient; (3) "graduated braking" means braking which, within the normal range of operation of the equipment, during either the application or the releasing of the brakes, fulfils all the following conditions: (a) the driver can, at any time, increase or reduce the braking force through action of the control device; (b) the braking force acts in the same direction as the action on the control device (monotonic function); (c) it is easily possible to make a sufficiently fine adjustment to the braking force;
(4) "control device" means the device actuated directly by the driver 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 towed vehicle, or a combination of these various kinds of energy; (5) "transmission" means the combination of components comprised between the control device and the brake, excluding the control lines, supply lines and supplementary lines between tractors and towed vehicles, and linking them functionally through mechanical, hydraulic, pneumatic or electric means or through the use of a combination of those means; where the braking power is derived from or assisted by a source of energy independent of the driver, the reserve of energy in the system is likewise part of the transmission; (6) "control transmission" means the combination of the components of the transmission which control the operation of the brakes and of the necessary reserve(s) of energy; (7) "energy transmission" means the combination of the components which supply to the brakes the necessary energy for their function; (8) "friction brake" means a brake where forces are generated by the friction between two parts of the vehicle moving relatively to one another; (9) "fluid brake" means a brake where forces are generated by the action of a fluid situated between two parts of the vehicle moving relatively to one another; the fluid is liquid in the case of a "hydraulic brake" and air in the case of a "pneumatic brake"; (10) "engine brake" means a brake where forces are derived from a controlled increase in the braking action of the engine transmitted to the wheels; (11) "parking braking system" means a system that enables the vehicle to be held stationary on an up or down gradient even in the absence of the driver; (12) "continuous braking" means the braking of vehicles constituting a combination of vehicles through an installation having all the following characteristics: (a) a single control device which the driver actuates progressively, by a single movement, from his driving seat; (b) the energy used for braking the vehicles constituting the combination of vehicles is supplied from the same source; (c) the braking installation ensures simultaneous or suitably phased braking of each of the constituent vehicles of the combination, whatever their relative positions;
(13) "semi-continuous braking" means the braking of vehicles constituting a combination of vehicles through an installation having all the following characteristics: (a) a single control device which the driver actuates progressively, by a single movement, from his driving seat; (b) the energy used for braking the vehicles constituting the combination of vehicles is supplied from two different sources; (c) the braking installation ensures simultaneous or suitably phased braking of each of the constituent vehicles of the combination, wherever their relative positions;
(14) "automatic braking" means braking of the towed vehicle or towed vehicles occurring automatically in the event of separation of any of the vehicles constituting the combination of vehicles, including such separation through coupling breakage, without the effectiveness of the remainder of the combination being affected; (15) "inertia braking" means braking by utilising the forces generated by the towed vehicle's moving up on the tractor; (16) "non-disengageable transmission" means the transmission for which either pressure or force or torque are continuously transmitted at any time during travelling of the vehicle in the drive train between the vehicle engine and the wheels and in the braking system between the brake control device and the wheels; (17) "laden vehicle" means a vehicle loaded at its technically permissible maximum laden mass; (18) "wheel load" means the vertical static force of the road surface in the contact area on the wheel; (19) "axle load" means the sum of the vertical static forces of the road surface in the contact area on the wheels of the axle; (20) "maximum stationary wheel load" means the stationary wheel load achieved under the condition of the technically permissible maximum laden mass of the vehicle; (21) "maximum stationary axle load" means the stationary axle load achieved under the condition of the technically permissible maximum laden mass of the vehicle; (22) "towed vehicle" means a trailer as defined in Article 3(9) of Regulation (EU) No 167/2013 or an interchangeable towed equipment as defined in Article 3(10) of that Regulation; (23) "drawbar towed vehicle" means a towed vehicle of category R or S with at least two axles of which at least one is a steered axle, equipped with a towing device which can move vertically in relation to the towed vehicle and which transmits no significant static vertical load to the tractor; (24) "centre-axle towed vehicle" a towed vehicle of category R or S where one or more axles are positioned close to the centre of gravity of the vehicle when uniformly loaded so that only a small static vertical load, not exceeding 10 % of that corresponding to the maximum mass of the towed vehicle or a load of 1000 daN, whichever is less, is transmitted to the tractor;(25) "rigid drawbar towed vehicle" means a towed vehicle of category R or S with one axle or one group of axles fitted with a drawbar which transmits a significant static load to the tractor due to its construction and which does not meet the definition of a centre-axle towed vehicle; the coupling to be used for a vehicle combination shall not consist of a king pin and a fifth wheel; some slight vertical movement may occur at a rigid drawbar; a hydraulically adjustable articulated drawbar is considered to be a rigid drawbar; (26) "endurance braking system" 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, including the control device which may comprise a single device or a combination of several devices each of which may have its own control; (27) "electronically controlled braking system" (EBS) means a braking system where the control is generated and processed as an electrical signal in the control transmission and electrical output signals to devices which generate actuating forces produced from stored or generated energy; (28) "automatically commanded braking" means a function within a complex electronic control system where actuation of the braking system or brakes of certain axles is made for the purpose of generating vehicle retardation with or without a direct action of the driver, resulting from the automatic evaluation of on board initiated information; (29) "selective braking" means a function within a complex electronic control system where actuation of individual brakes is made by automatic means and where vehicle retardation is secondary to vehicle behaviour modification; (30) "electric control line" means the electrical connection between two vehicles which provides the braking control function to a towed vehicle within a combination; it comprises the electrical wiring and connector and includes the parts for data communication and the electrical energy supply for the towed vehicle control transmission; (31) "spring compression chamber" means the chamber where the pressure variation that induces the compression of the spring is actually produced; (32) "hydrostatic drive" means a type of vehicle propulsion which uses a hydrostatic transmission, with open or closed circuit, in which fluid circulates as the energy medium between one or more hydraulic pumps and one or more hydraulic motors; (33) "complex electronic vehicle control system" is an electronic control system which is subject to a hierarchy of control in which a controlled function may be overridden by a higher level electronic control function or by a function performed by higher level electronic control system; (34) "anti-lock braking system" means the part of a service braking system which automatically controls the degree of slip, in the direction of rotation of the wheel, on one or more wheels of the vehicle during braking; (35) "directly controlled wheel" means a wheel whose braking force is modulated according to data provided at least by its own sensor; (36) "hydraulic connection of the single line type" means the connection of the brakes between the tractor and the towed vehicle through a single line of hydraulic fluid; (37) "energy source" means a device that provides the energy required to actuate the brakes, either directly or indirectly through an energy storage device; (38) "energy storage device" means a device that stores the energy provided by the energy source to apply or release the brakes.
| Annex Number | Annex title |
|---|---|
| I | Requirements applying to construction and fitting of braking devices and trailer braking couplings |
| II | Requirements applying to testing and performance of braking systems and trailer braking couplings and of vehicles fitted with them |
| III | Requirements applying to the measurement of the response time |
| IV | Requirements applying to energy sources and energy storage devices of braking systems and trailer braking couplings and to vehicles fitted with them |
| V | Requirements applying to spring brakes and to vehicles fitted with them |
| VI | Requirements applying to parking braking systems equipped with a mechanical brake-cylinder locking device |
| VII | Alternative test requirements for vehicles for which tests equivalent to Type-I, Type-II or Type-III tests have been carried out |
| VIII | Requirements applying to the testing of inertia braking systems, braking devices and trailer braking couplings and of vehicles fitted with them as regards braking |
| IX | Requirements applying to vehicles with hydrostatic drive and their braking devices and braking systems |
| X | Requirements applying to the safety aspects of complex electronic vehicle control systems |
| XI | Requirements and test procedures applying to anti-lock braking systems and to vehicles fitted with them |
| XII | Requirements applying to EBS of vehicles with compressed-air braking systems or of vehicles with data communication via pin 6 and 7 of ISO 7638 connector and to vehicles fitted with such EBS |
| XIII | Requirements applying to hydraulic connections of the single-line type and to vehicles fitted with them |
1.1. "coupling force control" means a system or function to balance automatically the braking rate of tractor and towed vehicle; 1.2. "nominal demand value" means a characteristic of coupling force control that relates the coupling head signal to the braking rate and which can be demonstrated at type-approval, within the limits of the compatibility bands of Appendix 1 of Annex II; 1.3. "track rollers" means the system that transmits the weight of the vehicle and crawler undercarriage to the ground via the track belt, transmits torque from the vehicle's drive system to the track belt and may produce a change of direction of the moving belt; 1.4. "crawler undercarriage" means a system comprising at least two track rollers, which are spaced a specified distance apart in one plane (in-line) and a continuous metallic or rubber track belt that runs around them; 1.5. "track belt" means a continuous flexible belt, which can absorb longitudinal tractive forces.
2.1.1.5.1. If vehicles of category Ra with a maximum design speed not exceeding 30 km/h and vehicles of category Sa cannot be equipped for technical reasons with an automatic load sensing device, they may be equipped with a device having at least three discrete settings for the control of the braking forces. 2.1.1.5.2. In the special case that a towed vehicle of category Ra with a maximum design speed not exceeding 30 km/h and vehicles of category Sa allows by design that only two discrete loading conditions "unladen" and "laden" can be realized then the vehicle may have only two discrete settings for the control of the braking forces. 2.1.1.5.3. S-category vehicles which do not contain any other load, except a payload from consumable material of maximum 10 % of the sum of technically permissible masses per axle.
2.1.4.1.1. one pneumatic supply line and one pneumatic control line; 2.1.4.1.2. one pneumatic supply line, one pneumatic control line and one electric control line; 2.1.4.1.3. one pneumatic supply line and one electric control line. Until uniform technical standards have been agreed, which ensure compatibility and safety, connections between tractors and trailers conforming to the provisions of this point shall not be permitted.
2.1.5.2.1. a pressure of 0 +100 kPa is present on the supplementary line and/or2.1.5.2.2. a pressure between 11500 kPa and15000 kPa is generated on the control line.
2.1.8.1.1. In each independent circuit of the braking system, at the closest readily accessible position to the brake cylinder which is the least favourably placed as far as the response time described in Annex III is concerned. 2.1.8.1.2. In a braking system which incorporates a device that modulates the air pressure in the brake transmission as referred to in point 6.2 of Appendix I to Annex II, located in the pressure line upstream and downstream of this device at the closest accessible position. If this device is pneumatically controlled an additional test connection is required to simulate the laden condition. Where no such device is fitted, a single pressure test connection, equivalent to the downstream connector mentioned in point 2.1.5.1 of this Annex, shall be provided. These test connections shall be so located as to be easily accessible from the ground or within the vehicle. 2.1.8.1.3. At the closest readily accessible position to the least favourably placed energy storage device within the meaning of point 2.4 of section A of Annex IV. 2.1.8.1.4. In each independent circuit of the braking system so it is possible to check the input and output pressure of the complete transmission line. 2.1.8.1.5. The pressure test connections shall comply with clause 4 of ISO Standard 3583:1984.
2.2.1.2.1. There shall be at least two controls, each corresponding to a different braking system, independent of each other and readily accessible to the driver from his normal driving position. For all categories of vehicles, every brake control device (excluding endurance braking system control device) shall be designed in a way that it returns to the fully-off position when released. This requirement shall not apply to a parking braking system control device (or that part of a combined control device) when it is mechanically locked in an applied position or it is utilised for the secondary braking or in both cases. 2.2.1.2.2. The control device of the service braking system shall be independent of the control device of the parking braking system. 2.2.1.2.3. Where the service and secondary braking systems have the same control device, the effectiveness of the linkage between that control device and the various components of the transmission systems shall not be liable to deteriorate after a certain period of use. 2.2.1.2.4. Where the service and secondary braking systems have the same control device, the parking braking system shall be so designed that it can be actuated when the vehicle is in motion. This requirement shall not apply if the vehicle's service braking system can be actuated, even partially, by means of an auxiliary control. 2.2.1.2.5. In the event of a breakage of any component other than the brakes 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 device 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 an energy source or 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 device not exceeding the prescribed maxima. 2.2.1.2.6.2. If the service braking force and transmission depend exclusively on the use, controlled by the driver, of an energy reserve, there shall be at least two completely independent energy reserves, each provided with its own transmission likewise independent; 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 without endangering the stability of the vehicle during braking; in addition, each of the those energy reserves shall be equipped with a warning device. In at least one of the air reservoirs of each service braking circuit a device for draining and exhausting is required in an adequate and easily accessible position. 2.2.1.2.6.3. If the service braking force and transmission depend exclusively on the use of an energy reserve, one energy reserve for the transmission is deemed to be sufficient, provided that the prescribed secondary braking is ensured by the action of the driver's muscular energy acting on the service brake control device and the requirements of point 2.2.1.5 are met.
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 or pneumatic systems), the linkage between the pedal and the master cylinder or the control valve, the brake cylinders and their pistons (hydraulic 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 systems.
2.2.1.11.1. 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, the red warning signal specified in point 2.2.1.29.1.1 shall draw the driver's attention to any fall in the level of reserve fluid liable to cause a failure of the braking system. In hydraulic braking systems, where the type of fluid used for hydraulic transmission is common with the fluid used in other appliances of the vehicle in a common tank, it is also permitted to detect the correct level of fluid with a device which needs the container to be opened. 2.2.1.11.2. A failure in the hydraulic transmission where the prescribed service braking performance cannot be obtained shall be signalled to the driver by a device comprising a warning signal, as specified in point 2.2.1.29.1.1. Alternatively, the lighting up of this device when the fluid in the reservoir is below a certain level specified by the manufacturer shall be permitted. In hydraulic braking systems, where the type of fluid used for hydraulic transmission is common with the fluid used in other appliances of the vehicle in a common tank, detection of a pressure drop in the hydraulic transmission to a certain value as specified by the manufacturer is also permitted. 2.2.1.11.3. The type of fluid to be used in the hydraulic transmission of braking systems shall be identified by the symbol in accordance with Figure 1 or 2 of Standard ISO 9128:2006. The symbol shall be affixed within 100 mm of the filling ports of the fluid reservoirs, in accordance with the requirements laid down in Article 24 of Delegated Regulation (EU) 2015/208. Additional information may be provided by the manufacturers. This requirement only applies to vehicles having a separate filling port for the fluid of the braking system.
2.2.1.16.1. When the service braking system of the tractor is actuated there shall also be a graduated braking action on the towed vehicle, see also point 2.2.1.18.4. 2.2.1.16.2. When the tractor's secondary braking system comes into action, there shall also be a braking action in the towed vehicle. In the case of tractors of categories Tb and Cb this braking action shall be graduable. 2.2.1.16.3. Should the service braking system of the tractor fail, and if this system is made up of at least two independent sections, the section or sections not affected by this failure shall be able to fully or partially actuate the towed vehicle brakes. This requirement does not apply where the two independent sections consist in one section braking left hand wheels and one section braking right hand wheels, such a design aiming at permitting differential braking for cornering in the fields. Should in the latter case, the service braking system of the tractor fail, then the secondary braking system shall be able to fully or partially actuate the towed vehicle brakes. 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.
2.2.1.17.2.1. When the designated brake control device of the ones mentioned in point 2.2.1.17.1, is fully actuated, the pressure in the supply line shall fall to 150 kPa within the following two seconds; in addition, when the brake control device is released, the supply line shall be re-pressurised. 2.2.1.17.2.2. When the supply line is evacuated at the rate of at least 100 kPa per second the automatic braking of the towed vehicle shall start to operate before the pressure in the supply line falls to 200 kPa.
2.2.1.20.1. in the case of compressed-air braking system, a control line pressure (or the equivalent digital demand) of at least 650 kPa shall be transmitted when a single control device is fully activated which also applies the tractor parking braking system. This shall also be ensured when the ignition/start switch has been switched off and/or the key has been removed; 2.2.1.20.2. in the case of hydraulic braking system, when a single control device is fully activated a pressure of 0 +100 kPa shall be generated on the supplementary line.
(a) for new vehicle types as from 1 January 2020 ; and(b) for new vehicles as from 1 January 2021 .
2.2.1.26.2.1.1. any unintended actuation of the parking braking system at a vehicle speed above 10 km/h shall be prevented; 2.2.1.26.2.1.2. it shall remain possible to apply the parking braking system from the driver's seat and thereby be capable of holding the laden vehicle stationary on an 8 % up or down gradient.
2.2.1.26.3.1. an automatic actuation of the parking braking system is allowed when the vehicle is stationary, provided that the performance referred to in points 2.2.1.26.1.2 and 2.2.1.26.2.1.2 is achieved and, once applied, the parking braking system remains engaged independently of the status of the ignition (start) switch. In this alternative, the parking braking system shall be automatically released as soon as the driver starts to set the vehicle in motion again. 2.2.1.26.3.2. applying the brakes of the parking braking system from the driver's seat by an auxiliary control device and thereby be capable of holding the laden vehicle stationary on an 8 % up or down gradient. In this case, also the requirements of point 2.2.1.26.7 shall be met.
2.2.1.29.1.1. A red warning signal, in accordance with the requirements laid down in Annex XXVI of Delegated Regulation (EU) No 1322/2014 indicating failures within the vehicle braking equipment, as specified in other points of this Annex and in Annexes V, VII, IX and XIII, which preclude achievement of the prescribed service braking performance or the functioning of at least one of two independent service braking circuits. 2.2.1.29.1.2. Where applicable, a yellow warning signal, in accordance with the requirements laid down in Article 29 of Delegated Regulation (EU) No 1322/2014 indicating an electrically detected defect within the vehicle braking equipment, which is not indicated by the warning signal mentioned in point 2.2.1.29.1.1.
2.2.1.29.3.1. a specified failure or defect shall be signalled to the driver by the above-mentioned warning signal(s) not later than on actuation of the relevant braking control device; 2.2.1.29.3.2. the warning signal(s) shall remain displayed as long as the failure or defect persists and the ignition (start) switch is in the "on" (run) position; 2.2.1.29.3.3. the warning signal shall be constant (not flashing).
2.2.1.29.6.1. the vehicle is stationary; 2.2.1.29.6.2. after the braking system is first energised and the signal has indicated that, following the procedures detailed in point 2.2.1.29.5, no specified failures (or defects) have been identified; and 2.2.1.29.6.3. non-specified faults or other information shall be indicated only by the flashing of the warning signal. However, the warning signal shall be extinguished by the time when the vehicle first exceeds 10 km/h.
2.2.2.3.1.1 design speed not exceeding 30 km/h when the brakes act not on all wheels; 2.2.2.3.1.2 design speed not exceeding 40 km/h when the brakes act on all wheels; 2.2.2.3.1.3 a durable plate (150 mm in diameter) shall be fitted to the rear of trailers in category R3a, fitted with inertia brakes, indicating the maximum design speed. This shall read 30 or 40 km/h as applicable; or 20 or 25 mph in Member States where imperial units are still in use.
2.2.2.4.1. shall act at least on two wheels of each axle in the case of towed vehicle of categories Rb and Sb; 2.2.2.4.2. shall distribute its action appropriately among the axles; 2.2.2.4.3. shall contain in at least one of the air reservoirs, if fitted, a device for draining and exhausting in an adequate and easily accessible position.
R3a, R4a, S2a, and R3b, R4b, S2b where the sum of the technically permissible masses per axle does not exceed 10000 kg,
2.2.2.15.1. In the case that a towed vehicle only complies with the requirements of the service braking system and/or parking braking system and/or automatic braking with the assistance of energy stored in a hydraulic energy storage device, the towed vehicle shall automatically apply the brakes or remain braked when it is not electrically connected (ignition of tractor is switched on) with the energy supply available from the ISO 7638:2003 connector (see also point 2.2.1.18.9). The ISO 7638:2003 connector may be used for 5 pin or 7 pin applications, as appropriate. 2.2.2.15.1.1. When the pressure in the hydraulic energy storage devices falls below a pressure declared by the vehicle manufacturer in the information folder where the prescribed braking performance(s) is (are) not ensured this low pressure shall be indicated to the driver by the separate warning signal specified in point 2.2.1.29.2.2 via pin 5 of the electrical connector conforming to ISO 7638:2003. This pressure shall not exceed 11500 kPa
2.2.2.15.2. When the supplementary line has fallen to a pressure of 1200 kPa the automatic braking of the towed vehicle shall start (see also point 2.2.1.18.6).2.2.2.15.3. A device may be installed on the towed vehicle to temporary release the brakes in the case that no suitable tractor is available. The supplementary line shall be connected to this device for this temporary purpose. When the supplementary line is disconnected from this device the brakes shall return automatically to the applied condition again.
2.2.2.18.1.1. in all cases the ISO 7638:2003 power supply is the primary power source for the braking system, irrespective of any additional power supply that is connected. The additional supply is intended to provide a backup should a failure of the ISO 7638:2003 power supply occur; 2.2.2.18.1.2. it shall not have an adverse effect on the operation of the braking system under normal and failed modes; 2.2.2.18.1.3. in the event of a failure of the ISO 7638:2003 power supply the energy consumed by the braking system shall not result in the maximum available power from the additional supply being exceeded; 2.2.2.18.1.4. the towed vehicle shall not have any marking or label to indicate that the towed vehicle is equipped with an additional power supply; 2.2.2.18.1.5. a failure warning device is not permitted on the towed vehicle for the purposes of providing a warning in the event of a failure within the towed vehicle braking system when the braking system is powered from the additional supply; 2.2.2.18.1.6. when an additional power supply is available it shall be possible to verify the operation of the braking system from this power source; 2.2.2.18.1.7. should a failure exist within the electrical supply of energy from the ISO 7638:2003 connector the requirements of points 4.2.3 of Annex XII and 4.1 of Annex XI with respect to failure warning shall apply irrespective of the operation of the braking system from the additional power supply.
1.1. "axle group" means multiple axles where the axle spread between one axle and its adjacent axle is equal to or less than 2,0 m. Where the axle spread between one axle and its adjacent axle is greater than 2,0 m, each individual axle shall be considered as an independent axle group. 1.2. "adhesion utilization curve" means the characteristic curve of the braking force ratio without rolling resistance and normal reaction of road surface on a given axle under braking plotted against the braking rate of the vehicle.
2.1.3.1. The vehicle's condition as regards mass shall be as prescribed for each type of test and be specified in the test report. 2.1.3.2. The test shall be carried out at the speeds prescribed for each type of test; if the maximum design speed of a vehicle is lower than the speed prescribed for a test, the test shall be performed at the vehicle's maximum design speed. 2.1.3.3. During the tests, the force applied to the control device of the braking system in order to obtain the prescribed performance shall not exceed 600 N on the foot or 400 N on the hand operated control devices. 2.1.3.4. The road shall have a surface affording good adhesion, unless specified otherwise. 2.1.3.5. The tests shall be performed when there is no wind liable to affect the results. 2.1.3.6. 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. 2.1.3.7. The prescribed performance shall be obtained without deviation of the vehicle from its course, without abnormal vibrations and without wheel-locking. Wheel-locking is permitted where specifically mentioned.
2.2.1.1.1. The temperature measured on the disc or on the outside of the drum is below 100 °C. 2.2.1.1.2. In the case of totally enclosed brakes, including oil immersed brakes, the temperature measured on the outside of the housing is below 50 °C. 2.2.1.1.3. The brakes have not been used for one hour before the test.
2.2.1.3.1. The vehicle shall be laden to its maximum permissible mass specified by the manufacturer and with an unbraked axle loaded to its maximum permissible mass. The braked axle wheels shall be fitted with the largest diameter tyres intended by the manufacturer for that vehicle type when carrying the maximum permissible mass. For vehicles braking on all wheels, the front axle shall be laden to its maximum permissible mass. 2.2.1.3.2. The test shall be repeated on an unladen vehicle; in case of tractors, carrying only the driver and if necessary a person responsible for monitoring the results of the test. 2.2.1.3.3. 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. 2.2.1.3.4. The road shall be level.
2.2.3.2.1. 650 kPa in the pneumatic control line; 2.2.3.2.2. A digital demand value corresponding to 650 kPa (as defined in ISO 11992:2003 including ISO 11992-2:2003 and its Amd.1:2007 in the electric control line.
2.2.3.3.1. The prescribed minimum braking performance shall be achieved with a pressure at the coupling head of the control line not exceeding 11500 kPa2.2.3.3.2. The maximum pressure delivered at the coupling head of the control line shall not exceed 15000 kPa.
0,02 in the case of vehicles with a maximum design speed not exceeding 40 km/h 0,01 in the case of vehicles with a maximum design speed exceeding 40 km/h
| Vehicle category | Conditions | |||
|---|---|---|---|---|
| v | v | Δt [sec] | n | |
| T, C | 80 % v | ½ v | 60 | 20 |
| Vehicle category | Conditions | |||
|---|---|---|---|---|
| v | v | Δt [sec] | n | |
| T, C | 80 % v | 0,05 v | 60 | 18 |
2.3.1.6.1. In the case of vehicles equipped with air operated brakes the adjustment of the brakes shall be such as to enable the automatic brake adjustment device to function. For this purpose the actuator stroke shall be adjusted to: s o ≥ 1,1 × sre-adjust (the upper limit shall not exceed a value recommended by the manufacturer) Where: S re-adjust is the re-adjustment stroke according to the specification of the manufacturer of the automatic brake adjustment device, i.e. the stroke, where it starts to readjust the running clearance of the brake with an actuator pressure of 15 per cent of the brake system operating pressure but not less than 100 kPa. Where, by agreement with the technical service, it is impractical to measure the actuator stroke, the initial setting shall be agreed with the technical service. From the above condition the brake shall be operated with an actuator pressure of 30 % of the brake system operating pressure but not less than 200 kPa 50 times in succession. This shall be followed by a single brake application with an actuator pressure of > 650 kPa. 2.3.1.6.2. In the case of vehicles equipped with hydraulically operated disc brakes no setting requirements are deemed necessary. 2.3.1.6.3. In the case of vehicles equipped with hydraulically operated drum brakes the adjustment of the brakes shall be as specified by the manufacturer.
| Speed (km/h) | distance (in m) |
|---|---|
| 40 | |
| 30 | |
| 20 | |
| 15 |
2.3.4.1. Wheels are running freely (i.e. may be rotated by hand); 2.3.4.2. It is ascertained that when the vehicle is driven at a constant speed of v = 60 km/h or the maximum design speed of the towed vehicle, whichever is the lower, with the brakes released the asymptotic temperatures shall not exceed a drum/disc temperature increase of 80°C, then the residual brake moments are regarded as acceptable.
| 0,15 v + (1,33 v | (the second term corresponds to a mean fully developed deceleration d |
2.5.4.1.1. In the case of towed vehicles equipped with air operated brakes the adjustment of the brakes shall be such as to enable the automatic brake adjustment device to function. For this purpose the actuator stroke shall be adjusted to: s o ≥ 1,1 × sre-adjust (the upper limit shall not exceed a value recommended by the manufacturer) Where: s re-adjust is the re-adjustment stroke according to the specification of the manufacturer of the automatic brake adjustment device, i.e. the stroke, where it starts to readjust the running clearance of the brake with an actuator pressure of 100 kPa. Where, by agreement with the technical service, it is impractical to measure the actuator stroke, the initial setting shall be agreed with the technical service. From the above condition the brake shall be operated with an actuator pressure of 200 kPa, 50 times in succession. This shall be followed by a single brake application with an actuator pressure of ≥ 650 kPa. 2.5.4.1.2. In the case of towed vehicles equipped with hydraulically operated disc brakes no setting requirements are deemed necessary. 2.5.4.1.3. In the case of towed vehicles equipped with hydraulically operated drum brakes the adjustment of the brakes shall be as specified by the manufacturer.
| Number of brake applications | 20 |
|---|---|
| Duration of a braking cycle | 60 s |
| Initial speed at the beginning of braking | 60 km/h |
| Braking applications | In these tests, the force applied to the control device shall be so adjusted as to attain the mean fully developed deceleration of 3 m/s |
2.5.6.1. Wheels are running freely (i.e. may be rotated by hand); 2.5.6.2. It is ascertained that when the towed vehicle is driven at a constant speed of v = 60 km/h with the brakes released the asymptotic temperatures shall not exceed a drum/disc temperature increase of 80 °C, then the residual brake moments are regarded as acceptable.
| v | v | |
|---|---|---|
| v | = v | = v |
| s (metres) | ≤ 0,15 v + v | ≤ 0,15 v + v |
| d | ≥ 3,55 m/s | ≥ 5 m/s |
| F (foot operated control) | ≤ 600 N | ≤ 600 N |
| F (hand operated control) | ≤ 400 N | ≤ 400 N |
| Tractors with v | 0,15 v + (v |
| (the second term corresponds to a mean fully developed deceleration d | |
| Tractors with v | 0,15 v + (v |
| (the second term corresponds to a mean fully developed deceleration d | |
Heating up the brakes on a temperature ≥ 100 °C (measured at the rubbing surface of the disc or at the outside of the drum), Hot static parking braking system test at a temperature ≥ 100 °C, Cold static parking braking system test at a temperature ≤ ambient temperature + 10 °C, During the cooling period, the parking braking system shall not be re-adjusted manually.
3.1.3.4.1.1. Even with the tractor engine not rotating, the combination at the maximum permissible mass remains stationary on the prescribed gradient when the activation of a single control device by the driver, from his driving seat, has applied the tractor parking braking system and the towed vehicle service braking system or only the tractor parking braking system. 3.1.3.4.1.2. The tractor parking braking system can hold stationary the tractor connected to an unbraked or inertia-braked towed vehicle having a mass equal to the highest "combination mass P M+R " mentioned in the test report. This mass shall be determined as follows:(a) in the case of unbraked towed vehicle: P M+R = combination mass (mass PM + declared unbraked towed vehicle mass PR ) according to point 3.1.1.2;(b) in the case of an inertia braked towed vehicle: P M+R = combination mass (mass PM + declared inertia-braked towed vehicle mass as specified by the manufacturer).P M = mass of the tractor (if applicable, including any ballast or supporting load or both of them).
| v [km/h] | Stopping distance LADEN — [m] | d | Stopping distance UNLADEN — [m] | d |
|---|---|---|---|---|
| 40 |  | 1,3 |  | 1,3 |
3.3.1.1. In an emergency manoeuvre, the time elapsing between the moment when the control device 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. 3.3.1.2. In the case of vehicles fitted with compressed-air or towed vehicles with hydraulic braking systems or tractors with a hydraulic control line, the requirements of point 3.3.1 are considered to be satisfied if the vehicle complies with the provisions of Annex III. 3.3.1.3. In the case of tractors fitted with hydraulic braking systems, the requirements of point 3.3.1 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. 3.3.1.4. In case of tractors with one braked axle and an automatic engagement of the drive to all other axles during braking, the requirements of point 3.3.1 are considered to be satisfied if, the tractor satisfies both the prescribed stopping distance and the prescribed mean fully developed deceleration for the relevant vehicle category according to point 3.1.1.1, but in this case it is necessary to actually measure both parameters.
2.6.1. The pressure measured at the coupling head of the pneumatic control line; 2.6.2. The digital demand value in the electric control line measured according to ISO 11992:2003, including ISO 11992-2:2003 and its Amd.1:2007, reaches x per cent of its asymptotic, respectively final, value shall not exceed the times shown in the table below: x [per cent] t [s] 10 75 0,2 0,4
2.7.1. 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; 2.7.2. by simulating a failure of the control line at the coupling head; 2.7.3. by actuating the service braking control device in 0,2 seconds, as described in point 2.3.
3.6.2.1.2.1. Nominal volume of 1000 cm3 ;3.6.2.1.2.2. Initial precharge pressure of 1000 ± 100 kPa at a displaced volume of 0 cm3 ;3.6.2.1.2.3. Maximum pressure of 1500 kPa at a displaced volume of 500± 5 cm3 .
3.6.2.2.2.1. Initial precharge pressure of 500 ± 100 kPa at a displaced volume of 0 cm3 3.6.2.2.2.2. Intermediate test pressure of 2200 ± 200 kPa at a displaced volume of 100± 3 cm3 3.6.2.2.2.3. Final pressure of 11500 ± 200 kPa at a displaced volume of 140± 5 cm3
3.6.3.1. the connection pipes shall be bleeded from air before the test; 3.6.3.2. the engine speed of the tractor shall be at 25 % above idling speed; 3.6.3.3. the bleeding device of the supplementary line towed vehicle simulator shall be fully opened.
4.3.1. It shall have a reservoir with a capacity of 30 litres which shall be charged to a pressure of 650 kPa before each test and which shall not be recharged during each test. At the outlet of the braking control device, the simulator shall incorporate an orifice with a diameter of from 4,0 to 4,3 mm inclusive. The volume of the pipe measured from the orifice up to and including the coupling head shall be 385 ± 5 cm 3 (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 650 kPa). The control line pressures referred to in point 4.3.3 shall be measured immediately downstream of the orifice.4.3.2. The control device shall be so designed that its performance in use is not affected by the tester. 4.3.3. The simulator shall be set, e.g. through the choice of orifice in accordance with point 4.3.1 in such a way that, if a reservoir of 385 ± 5 cm 3 is joined to it, the time taken for the pressure to increase from 65 to 490 kPa (10 and 75 per cent respectively of the nominal pressure of 650 kPa) shall be 0,2 ± 0,01 seconds. If a reservoir of1155 ± 15 cm3 is substituted for the above-mentioned reservoir, the time taken for the pressure to increase from 65 to 490 kPa without further adjustment shall be 0,38 ± 0,02 seconds. Between these two pressure values, the pressure shall increase in an approximately linear way. These reservoirs shall be connected to the coupling head without using flexible pipes and the connection shall have an internal diameter of not less than 10 mm.4.3.4. The diagrams in the Appendix 1 give an example of the correct configuration of the simulator for setting and use.
4.4.1. The simulator shall produce a digital demand signal in the electric control line according to ISO 11992-2:2003 and its Amd.1:2007 and shall provide the appropriate information to the towed vehicle via pins 6 and 7 of the ISO 7638:2003 connector. For the purpose of response time measurement, the simulator may at the manufacturer's request transmit to the towed vehicle information that no pneumatic control line is present and that the electric control line demand signal is generated from two independent circuits (see paragraphs 6.4.2.2.24 and 6.4.2.2.25 of ISO 11992-2:2003 and its Amd.1:2007). 4.4.2. The braking system control shall be so designed that its performance in use is not affected by the tester. 4.4.3. For the purpose of response time measurement the signal produced by the electric simulator shall be equivalent to a linear pneumatic pressure increase from 0,0 to 650 kPa in 0,2 ± 0,01 seconds.
5.3.1. The tractor simulator shall be fitted with the types of connections as specified in points 2.1.5.1.1 to 2.1.5.1.3 of Annex I with regard to the tractor. 5.3.2. When the tractor simulator is activated (e. g. by an electrical switch): 5.3.2.1. a pressure of 11500 + 500 kPa shall be generated on the coupling head of the control line,5.3.2.2. a pressure of 1500 + 300 kPa shall be present on the coupling head of the supplementary line.
5.3.3. When the control line of the towed vehicle is not connected, the tractor simulator shall be capable of generating a pressure of 11500 kPa at the coupling head of the control line within 0,2 seconds after it was activated (e.g. by an electrical switch).5.3.4. The hydraulic fluid used in the tractor simulator shall have a viscosity of 60 ± 3 mm2 /s at a temperature of 40± 3 °C (e.g. hydraulic fluid according to SAE 10W30). During the tractor simulator test the temperature of the hydraulic fluid shall not exceed 45 °C.5.3.5. If the towed vehicle is equipped with hydraulic energy storage devices to comply with the requirements for the service braking system, the energy storage devices shall be charged prior to the response time measurements to a pressure as mentioned by the manufacturer in the test report to achieve the minimum prescribed service braking performance. 5.3.6. When the tractor simulator is connected to the control line of the towed vehicle simulator (as specified in point 3.6.2) the tractor simulator shall be calibrated in such a way that the time elapsing from the activation of the tractor simulator and the moment when the pressure in the energy storage device with piston (or equivalent device) of the control line of the towed vehicle simulator reaches 11500 kPa shall be 0,6+ 0,1 seconds. To achieve this performance the flow of the tractor simulator shall be adjusted (e.g. by a flow regulator). The connection pipes of the control line of the towed vehicle simulator shall be bleeded from air before this calibration.5.3.7. The control device of the tractor simulator shall be so designed that its performance is not effected by the tester.
1.1. "hydraulic or pneumatic braking system with stored energy" means a braking system where energy is supplied by a hydraulic fluid or air under pressure, stored in one or more energy storage devices fed from one or more pressure pumps or compressor(s) each fitted with a means of limiting the pressure to a maximum value (specified by the manufacturer).
1.2.2.1. The initial pressure in the reservoirs shall be that indicated by the manufacturer. This pressure shall be such as to enable the prescribed performance for the service braking system to be achieved. The initial pressure shall be stated in the information folder. 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 vehicles authorised to tow a vehicle, 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.
1.3.2.1. The pressure in the reservoirs at the beginning of the test shall be 850 kPa. 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. At each brake application, the pressure in the control line shall be 750 kPa. 1.3.2.5. At each brake application, the digital demand value in the electric control line shall be corresponding to a pneumatic pressure of 750 kPa.
2.2.1. p 1 the pressure corresponding to 65 % of the pressure p2 referred to in point 2.2.2.2.2.2. p 2 is the value specified by the manufacturer and referred to in point 1.2.2.1.2.2.3. t 1 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 .
2.4.1.1. three minutes in the case of vehicles to which the coupling of a towed vehicle is not authorised; 2.4.1.2. six minutes in the case of vehicles to which the coupling of a towed vehicle is authorised.
2.4.2.1. six minutes in the case of vehicles to which the coupling of a towed vehicle is not authorised; 2.4.2.2. nine minutes in the case of vehicles to which the coupling of a towed vehicle is authorised.
2.5.1.1. eight minutes in the case of vehicles to which the coupling of a towed vehicle is not authorised 2.5.1.2. eleven minutes in the case of vehicles to which the coupling of a towed vehicle is authorised.
1.2.1.1. after eight full-stroke actuations of the service braking system control device where the energy source is a vacuum pump; and 1.2.1.2. after four full-stroke actuations of the service braking system control device where the energy source is the engine.
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.The initial energy level shall be stated in the information folder. 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 agricultural vehicles authorised to tow a towed vehicle, 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.
1.3.2.1. 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. The initial energy level shall be stated in the information folder. 1.3.2.2. The reservoir(s) shall not be fed; in addition, any reservoir(s) for auxiliary equipment shall be isolated.
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.
1.2.1.1. After eight full-stroke actuations of the service braking system control device, 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 energy storage devices shall not be fed; in addition, any energy storage devices for auxiliary equipment shall be isolated.
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 device, to achieve, at the ninth application, at least the performance prescribed for the secondary braking system or, or, where performance prescribed for the secondary braking system requiring the use of stored energy is achieved by a separate control device, it shall still be possible after eight full-stroke actuations to achieve, at the ninth application, the residual performance prescribed in paragraph 3.1.4 of Annex II of this Regulation. 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 energy storage devices, if any, shall be isolated.
1.3.2.1. The pressure in the energy storages at the beginning of the test shall be 15000 kPa;1.3.2.2. The supplementary line shall be stopped; in addition, any energy storage device(s) for auxiliary equipment shall be isolated; 1.3.2.3. The energy storage device(s) shall not be replenished during the test. 1.3.2.4. At each brake application, the pressure in the hydraulic control line shall be 13300 kPa.
2.1.1.1. "p 1 " represents the maximum system operational pressure (cut-out pressure) in the energy storage devices specified by the manufacturer.2.1.1.2. "p 2 " represents the pressure after four full-stroke actuations with the service braking system control device, starting at p1 , without having fed the energy storage devices.2.1.1.3. "t" represents the time required for the pressure to rise from p 2 to p1 in the energy storage devices without application of the service braking system control device.
2.2.2.1. The test shall be carried out at an ambient temperature between 15 °C and 30 °C. 2.2.2.2. The supplementary line towed vehicle simulator shall be connected to the coupling head of the supplementary line before the test with engine not running. 2.2.2.3. The engine speed of the tractor during the test shall be 25 % above idling speed. 2.2.2.4. The parking brake control of the tractor shall be fully released during the test.
2.3.2.1. "p R1 " represents the maximum system operational pressure (cut-out pressure) in the energy storage device specified by the manufacturer.2.3.2.2. "p R2 " represents the pressure after four full-stroke actuations of the tractor's service braking system control device.2.3.2.3. "t R " represents the time required for the pressure to rise from pR2 to pR1 in the energy storage device without application of the service braking system control device of the tractor.
2.3.3.1. The pressure in the energy storage device at the beginning of the test shall be the pressure "p R1 ".2.3.3.2. The service braking system shall be operated four times by the control line of the tractor simulator. 2.3.3.3. At each brake application, the pressure in the control line shall be 13300 kPa.2.3.3.4. Energy storage devices for auxiliary equipment shall not be isolated other than automatically. 2.3.3.5. The valve feeding the energy storage device by the pressure of the control line shall be closed during the test.
1.1.1. "spring braking systems" means braking systems for which the energy required for braking is supplied by one or more springs acting as an energy storage device; 1.1.2. "pressure" means negative pressure if the compression of the springs is obtained by means of a vacuum device.
2.1.1.1. The driver shall be able to actuate the spring brakes control from own driving seat, while keeping at least one hand on the steering control. 2.1.1.2. The braking performance prescribed in Annex II to this Regulation shall be fulfilled. 2.1.1.3. The prescribed performance shall be obtained without deviation of the vehicle from its course, without abnormal vibrations and without wheel-locking.
2.2.1. response time requirements as laid down in section 6 of Annex III; 2.2.2. with the spring brakes adjusted as closely as possible, it shall be possible to actuate: 2.2.2.1. the brake 10 times within a minute with the engine running at idle speed (brake applications distributed evenly within this period); 2.2.2.2. the service braking system 6 times starting with a pressure not higher than the cut-in pressure of the energy source. During this test the energy storage devices shall not be fed. In addition, any energy storage for auxiliary equipment shall be isolated.
2.2.3. The spring brakes shall be designed in such a way that they are not subject to failure under fatigue. Thus, the manufacturer shall provide the Technical Service with appropriate endurance test reports.
2.4.1. 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 towed vehicle's pneumatic supply line or hydraulic supplementary line may be branched from this feed line under the condition that a pressure drop in the lines mentioned above shall not be able to apply the spring brake actuators. 2.4.2. 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. 2.4.3. In any case, during re-charging of the braking system from zero pressure, the spring brakes shall remain fully applied, irrespective of the position of the control device, 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 device. 2.4.4. 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 as specified in point 3.1.4 of Annex II by application of the service braking control device.
2.12.1. when the energy reserves of the service braking system reduce to a pressure no lower than 280 kPa the pressure in the spring brake compression chamber shall reduce to 0 kPa to fully apply the spring brakes. This requirement shall be verified with a constant service braking system energy reserve pressure of 280 kPa; 2.12.2. a reduction in the pressure within the service braking system energy reserve results in a corresponding reduction in the pressure in the spring compression chamber.
3.3.1. Where the control device of the auxiliary spring brake release system is the same as that used for the secondary or parking braking system, the requirements laid down in point 2.4 shall apply in all cases. 3.3.2. Where the control device for the auxiliary spring brake release system is separate to the secondary or parking braking system control device, the requirements laid down in point 2.3 shall apply to both control systems. However, the requirements laid down in point 2.4.4 shall not apply to the auxiliary spring brake release system. In addition, the auxiliary release control device shall be located so that it is protected against application by the driver from the normal driving position.
1.1. "mechanical brake-cylinder locking device" means a device which ensures braking operation of the parking braking system by mechanically locking the brake piston rod. Mechanical locking is effected by exhausting the compressed fluid held in the locking chamber; it is so designed that unlocking can be effected by restoring pressure in the locking chamber.
1.1. "subject towed vehicle" means a towed vehicle representative of the towed vehicle type for which type-approval is sought; 1.2. "identical" means parts having identical geometric and mechanical characteristics and the materials used for the components of the vehicles; 1.3. "reference axle" means an axle for which there is a test report; 1.4. "reference brake" means a brake for which there is a test report; 1.5. "nominal test mass" means the mass of a disc or drum which the manufacturer specifies for the disc or drum, respectively, with which the relevant test is carried out by the Technical Service; 1.6. "actual test mass" means the mass measured by the Technical Service prior to the test; 1.7. "brake input threshold torque" means the input torque necessary to produce a measurable brake torque; 1.8. "declared brake input threshold torque" means the brake input threshold torque declared by the manufacturer and which is representative for the brake; 1.9. "declared external diameter" means the external diameter of a disc declared by the manufacturer which is representative external diameter for the disc; 1.10. "nominal external diameter" means the external diameter which the manufacturer specifies for the disc on which the relevant test is carried out by the Technical Service; 1.11. "actual external diameter" means the external diameter of a disc measured by the Technical Service prior to the test; 1.12. "effective length of the cam shaft" means the distance from the centre line of the S-cam to the centre line of the operating lever; 1.13. "brake factor" means the input to output amplification ratio of the brake.
2.1. The vehicle concerned is a tractor or a towed vehicle which, as regards tyres, braking energy absorbed per axle, and mode of tyre fitting and brake assembly, is identical with respect to braking with a tractor or a towed vehicle which: 2.1.1. Has passed the Type-I and/or Type-II or Type-III test; and 2.1.2. Has been approved, with regard to the braking energy absorbed, for mass per axle not lower than that of the vehicle concerned.
2.2. The vehicle concerned is a tractor or a towed vehicle whose axle or axles are, as regards tyres, braking energy absorbed per axle, and mode of tyre fitting and brake assembly, identical with respect to braking with an axle or axles which have individually passed the Type-I and/or Type-II or Type-III test for masses per axle not lower than that of the vehicle concerned, provided that the braking energy absorbed per axle does not exceed the energy absorbed per axle in the reference test or tests carried out on the individual axle. 2.3. The vehicle concerned is a tractor equipped with an endurance braking system, other than the engine brake, identical with an endurance braking system already tested under the following conditions: 2.3.1. The endurance braking system shall, by itself, in a test carried out on a gradient of at least 6 per cent (Type-II test), have stabilised a vehicle whose maximum mass at the time of the test was not less than the maximum mass of the vehicle submitted for approval; 2.3.2. It shall be verified in the above test that the rotational speed of the rotating parts of the endurance braking system, when the vehicle submitted for approval reaches a road speed of 30 km/h, is such that the retarding torque is not less than that corresponding to the test referred to in point 2.3.1.
2.4. The vehicle concerned is a towed vehicle equipped with air operated S-cam or disc brakes which satisfy the verification requirements of Appendix 1 relative to the control of characteristics compared to the characteristics given in a report for a reference axle as shown in the test report. Other brake designs from air operated S-cam or disc brakes may be approved upon presentation of equivalent information.
4.1. In the case under point 2.1 of this Annex, the approval number of the vehicle subjected to the Type-I and/or Type-II or Type-III test of reference shall be entered. 4.2. In the cases under point 2.2 of this Annex, Table I in the template set out in Annex V to Implementing Regulation (EU) 2015/504 shall be completed. 4.3. In the cases under point 2.3 of this Annex, Table II in the template set out in Annex V to Implementing Regulation (EU) 2015/504 shall be completed. 4.4. If point 2.4 of this Annex is applicable, Table III in the template set out in Annex V to Implementing Regulation (EU) 2015/504 shall be completed.
1.5.3.1. the compatibility of the control device and the brake; and 1.5.3.2. the transmission.
2.1.1. Mass: kg; 2.1.2. Force: N; 2.1.3. Acceleration due to gravity: g = 9,81 m/s 2 2.1.4. Torques and moments: Nm; 2.1.5. Areas: cm 2 ;2.1.6. Pressures: kPa; 2.1.7. Lengths: unit specified in each case.
;
5.2.1. Travel s and effective travel s′; 5.2.2. Supplementary force K; 5.2.3. Force threshold K A ;5.2.4. Insertion force D 1 ;5.2.5. Tractive force D 2 .
5.3.1. The reduction ratio i Ho measured at the mid-travel position of the control;5.3.2. The control-device output force P′ as a function of the thrust D on the drawbar; the supplementary force K and the efficiency are derived from the representative curve obtained from these measurements 
(see Figure 2 of Appendix 1).
5.4.1. The reduction ratio i h measured at the mid-travel position of the control device;5.4.2. The master cylinder output pressure p as a function of the thrust D on the drawbar and of the surface area F HZ of the master-cylinder piston, as specified by the manufacturer; the supplementary force K and the efficiency are derived from the representative curve obtained from these measurements
(see Figure 3 of Appendix 1); 5.4.3. The spare travel of the master cylinder s″, as referred to in point 2.2.19; 5.4.4. Surface area F HZ of the piston in the master cylinder;5.4.5. Stroke s Hz of the master cylinder (in millimetres);5.4.6. Spare travel s″ Hz of the master cylinder (in millimetres).
6.2.2.1. The minimum design values for an overload protector shall be specified by the manufacturer and shall not be less than P op = 1,2 P* or pop = 1,2 p*6.2.2.2. The ranges of minimum test force P Top or minimum test pressure pTop and the minimum test torque MTop are:P Top = 1,1 to 1,2 P* or pTop = 1,1 to 1,2 p*and M Top = 1,1 to 1,2 M*6.2.2.3. The maximum values (P op _max or pop _max) for the overload protector shall be specified by the manufacturer and shall not be more than PT or pT respectively.
7.2.1. The minimum brake-shoe lift (minimum brake-shoe application travel), 2s B *;7.2.2. The brake-shoe centre lift (brake-shoe application travel) 2s B (which shall be greater than 2sB *);
7.3.1. Reduction ratio i g (see Figure 4 of Appendix 1);7.3.2. Force P* for braking torque M*; 7.3.3. Torque M* as a function of the force P* applied to the control lever in mechanical-transmission systems. The rotational speed of the braking surfaces shall correspond to an initial vehicle speed of 30 km/h in the case of Class C1 vehicle, 40 km/h in the case of Class C2 vehicle, 60 km/h in the case of Class C3 vehicle, when the towed vehicle moves forward and 6 km/h when the towed vehicle moves rearward. The following shall be derived from the curve obtained from these measurements (see Figure 6 of Appendix 1): 7.3.3.1. The brake-retraction force Po and the characteristic value ρ when the trailer moves forward; 7.3.3.2. The brake-retraction force P or and the characteristic value ρr when the towed vehicle moves rearward;7.3.3.3. Maximum braking torque M r up to the maximum permissible travel sr when the towed vehicle moves rearward (see Figure 6 of Appendix 1);7.3.3.4. Maximum permissible travel at the brake control lever when the towed vehicle moves rearward (see Figure 6 of Appendix 1).
7.4.1. Reduction ratio i g ′ (see Figure 8 of Appendix 1)7.4.2. Pressure p* for braking torque M* 7.4.3. Torque M* as a function of the pressure p* applied to the brake cylinder in hydraulic transmission systems. The rotational speed of the braking surfaces shall correspond to an initial vehicle speed of 30 km/h in the case of Class C1 vehicle, 40 km/h in the case of Class C2 vehicle, 60 km/h in the case of Class C3 vehicle, when the towed vehicle moves forward and 6 km/h when the towed vehicle moves rearward. The following shall be derived from the curve obtained from these measurements (see Figure 7 of Appendix 1): 7.4.3.1. The retraction pressure p o and the characteristic ρ′ when the towed vehicle moves forward;7.4.3.2. The retraction pressure p or and the characteristic ρ′r when the towed vehicle moves rearward;7.4.3.3. Maximum braking torque M r up to the maximum permissible fluid volume Vr when the towed vehicle moves rearward (see Figure 7 of Appendix 1);7.4.3.4. Maximum permissible fluid volume V r absorbed by one braking wheel when the towed vehicle moves rearward (see Figure 7 of Appendix 1).
7.4.4. Surface area F RZ of the piston in the brake cylinder.
| S | (travel at compensator — forward operation) and S |
| S | (travel at compensator — rearward operation) |
D* = 0,067 g · GA in the case of multi-axled drawbar towed vehicles; and D* = 0,10 g · GA in the case of rigid drawbar towed vehicles and centre-axle towed vehicles.
10.4.2.1. If the brake rod linkage is affected by the angular position of the towing device, then: s′ = s – s o 10.4.2.2. If there is no loss of travel, then: s′ = s 10.4.2.3. In hydraulic braking systems: s′ = s – s″
10.4.3.1. In mechanical-transmission inertia braking systems: 
10.4.3.2. in hydraulic-transmission inertia braking systems: 
1.1. "hydrostatic braking system" means a braking system (either as a service and/or secondary braking system) that only uses the braking power of the hydrostatic drive; 1.2. "combination hydrostatic braking system" means a braking system utilising both, the hydrostatic and friction braking effect, where, however, the braking forces are generated by a predominant braking proportion generated by the hydrostatic drive. The minimum prescribed proportion of the friction brake on the braking effect is specified in point 6.3.1.1; 1.3. "combination friction braking system" means a braking system utilising both, the friction and hydrostatic braking effect, where, however, the braking forces are generated by a predominant braking proportion generated by the friction brakes. The minimum prescribed proportion of the friction brake on the braking effect is specified in point 6.3.1.2; 1.4. "friction braking system" means a braking system where the braking forces are generated only by the friction brakes without taking into account of the braking effect of the hydrostatic braking system; 1.5. "graduated hydrostatic braking" means the hydrostatic braking through which the driver is able to increase or decrease the vehicle speed at any time by a progressive action on its control device. 1.6. "hydrostatic drive control device" which means a device, such as a lever or pedal, used to vary the vehicle speed. 1.7. "service brake control device" means the control device by whose operation the prescribed service braking performance is attained; 1.8. "inch device" means the device that affects the speed of the vehicle independently of the hydrostatic drive control.
2.1. a service braking system and a secondary braking system or one of those two systems. A service braking system may be one of the braking systems mentioned below under the condition that the service braking performance as specified in point 6.3.1 is fulfilled: 2.1.1. "Hydrostatic braking system", 2.1.2. "Combination hydrostatic braking system", 2.1.3. "Combination friction braking system", 2.1.4. "Friction braking system";
or 2.2. a part of the braking systems mentioned under 2.1.
| Laden & Unladen | Class I | Class II | Class III | ||
|---|---|---|---|---|---|
| (v in km/h; s in m; d | v | ≤ 12 | ≤ 30 | ≤ 40 | |
| 6.3.1. | Service braking system | s | ≤ 0,15v + v | ≤ 0,15v + v | ≤ 0,15v + v |
| d | ≥ 3,0 | ≥ 3,55 | ≥ 5,0 | ||
| 6.3.1.1. | Minimum braking portion of friction brake(s) in a combination hydrostatic braking system | s | ≤ 0,15v + v | ≤ 0,15v + v | ≤ 0,15v + v |
| d | ≥ 1,0 | ≥ 1,5 | ≥ 1,5 | ||
| 6.3.1.2. | Minimum braking portion of friction brake(s) within a combination friction braking system | s | ≤ 0,15v + v | ≤ 0,15v + v | ≤ 0,15v + v |
| d | ≥ 2,0 | ≥ 2,0 | ≥ 3,0 | ||
| 6.3.2. | Secondary braking system | s | ≤ 0,15v + v | ≤ 0,15v + v | ≤ 0,15v + v |
| d | ≥ 1,5 | ≥ 1,5 | ≥ 2,2 |
| Speed [km/h] | Distance [metres] |
|---|---|
| 40 | |
| 30 | |
| 20 | |
| 15 |
| Service braking system | Hot performance as % of the prescribed value | Hot performance as % of the value recorded during Type-0 test |
|---|---|---|
| Hydrostatic braking system | 90 | 90 |
| Combination hydrostatic braking system | 90 | 80 |
| Combination friction braking system | 80 | 60 |
| Friction braking system |
6.4.5.1. At least 60 % of the total braking forces during the Type-0 test of the service braking system (see point 6.2.3) is produced by the braking with the hydrostatic drive. 6.4.5.2. The manufacturer can prove that overheating of the brakes in case of permanent operation is prevented.
| UNECE Regulation No | Subject | Series of amendments | OJ Reference |
|---|---|---|---|
| 13 | Approval of vehicles of categories M, N and O with regard to braking |
1.1. "integrated endurance braking system" means an endurance braking system whose control device is integrated with that of the service braking system in such a way that both endurance and service braking systems are applied simultaneously or suitably phased by operation of the combined control device; 1.2. "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; 1.3. "controller" means a component designed to evaluate the data transmitted by the sensor(s) and to transmit a signal to the modulator; 1.4. "modulator" means a component designed to vary the braking force(s) in accordance with the signal received from the controller; 1.5. "indirectly controlled wheel" means a wheel whose braking force is modulated according to data provided by the sensor(s) of other wheel(s); 1.6. "full cycling" means that the anti-lock braking system is repeatedly modulating the brake force to prevent the directly controlled wheels from locking and excluding brake applications where modulation only occurs once during the stop; 1.7. "full force" means the maximum force laid down in the braking tests and performance of braking systems according to this Regulation.
3.1.1. Category 1 anti-lock braking system: A vehicle equipped with a category 1 anti-lock braking system shall meet all the relevant requirements of this Annex. 3.1.2. Category 2 anti-lock braking system: 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. 3.1.3. Category 3 anti-lock braking system: 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 Appendix 1 to Annex II, with regard to the braking rate and the load respectively. Those requirements may be checked on high- and low-adhesion coefficient road surfaces (about 0,8 and 0,3 maximum) by modulating the service braking control force.
3.2.1. Category A anti-lock braking system: A towed vehicle equipped with a category A anti-lock braking system shall meet all the relevant requirements of this Annex. 3.2.2. Category B anti-lock braking system: A towed vehicle equipped with a category B anti-lock braking system shall meet all the relevant requirements of this Annex, except point 6.3.2.
Tractors: The residual braking performance in the event of a failure of part of the transmission of the service braking system shall be 1,3 m/s 2 . That requirement shall not be construed as a departure from the requirements concerning secondary braking.Towed vehicles: The residual braking performance shall be of at least 30 per cent of the prescribed performance for the service braking system of the relevant towed vehicle.
4.5.1. 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 specified in point 2.2.1.29.1.2 of Annex I may be used for this purpose. The warning signal shall be constant or flashing. 4.5.2. 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 or the vehicle speed exceeds 30 km/h. 4.5.3. 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. 4.5.4. The device referred to in point 4.5 may, in conjunction with the tractor, disconnect/change the control mode of the anti-lock braking system of the towed vehicle. A separate device for the towed vehicle alone is not permitted. 4.5.5. Devices changing the control mode of the anti-lock braking system are not subject to point 4.5 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 such a case, points 4.5.1, 4.5.2, and 4.5.3 shall be met.
5.3.1. The wheels directly controlled by an anti-lock braking system shall not lock when the full force is suddenly applied on the control device, on the road surfaces specified in point 5.2.2, at an initial speed of 40 km/h and at a high initial speed as indicated in the table below: Condition Maximum test speed High adhesion surface 0,8 v max ≤ 80 km/hLow adhesion surface 0,8 v max ≤ 70 km/h5.3.2. When an axle passes from a high-adhesion surface (k H ) to low-adhesion surface (kL ) where kH ≥ 0,5 and kH /kL ≥ 2, with the full force 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.5.3.3. When a vehicle passes from a low-adhesion surface (k L ) to a high-adhesion surface (kH ) where kH ≥ 0,5 and kH /kL ≥ 2, with the full force 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 or 0,8 vmax , whichever is the lower.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 (k H and kL ) where kH ≥ 0,5 and kH /kL ≥ 2 the directly controlled wheels shall not lock when the full force is suddenly applied on the control device at a speed of 50 km/h or 0,8 vmax , whichever is the lower.5.3.5. Furthermore, laden vehicles equipped with anti-lock braking systems of category 1 shall, under the conditions of point 5.3.4, satisfy the braking rate prescribed in Appendix 3. 5.3.6. However, in the tests provided for in points 5.3.1, 5.3.2, 5.3.3, 5.3.4 and 5.3.5, 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. 5.3.7. During the tests provided for in points 5.3.4 and 5.3.5, steering correction is permitted if the angular rotation of the steering control device 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. 5.3.8. The following notes are taken into account: 5.3.8.1. k H and kL are measured as laid down in Appendix 2 to this Annex.5.3.8.2. The purpose of the tests in the following points 5.3.1, 5.3.2, 5.3.3 and 5.3.4 is to check that the directly controlled wheels do not lock and that the vehicle remains stable. In these tests a higher force value than the one of the full force may be used if required to activate the anti-lock braking system. 5.3.8.3. With regard to points 5.3.1 and 5.3.2 it is not necessary, therefore, to make complete stops and bring the vehicle to a complete halt on the low-adhesion surface.
and 
1.1. "point-to-point" means a topology of a communication network with only two units. Each unit has an integrated termination resistor for the communication line; 1.2. "braking signal" means a logic signal indicating brake activation.
3.3.1. both signals shall be present at the coupling head and the towed vehicle shall use the electric control signal unless this signal is deemed to have failed. In this case the towed vehicle shall automatically switch to the pneumatic control line; 3.3.2. each vehicle shall conform to the relevant provisions of Appendix 1 of Annex II for both electric and pneumatic control lines; 3.3.3. when the electric control signal has exceeded the equivalent of 100 kPa for more than 1 second, the towed vehicle shall verify that a pneumatic signal is present; should no pneumatic signal be present, the driver shall be warned from the towed vehicle by the separate yellow warning signal specified in point 2.2.1.29.2 of Annex I.
3.5.1. When the tractor is equipped according to point 2.1.4.1.1 of Annex I, the actuation of the parking braking system of the tractor shall actuate a braking system on the towed vehicle via the pneumatic control line. 3.5.2. When the tractor is equipped according to point 2.1.4.1.2 of Annex I, the actuation of the parking braking system on the tractor shall actuate a braking system on the towed vehicle as prescribed in point 3.5.1 In addition, the actuation of the parking braking system may also actuate a braking system on the towed vehicle via the electric control line. 3.5.3. When the tractor is equipped according to point 2.1.4.1.3 of Annex I or, if it satisfies the requirements of point 2.2.1.16.3 of Annex I without assistance from the pneumatic control line, point 2.1.4.1.2 of Annex I, the actuation of the parking braking system on the tractor shall actuate a braking system on the towed vehicle via the electric control line. When the electrical energy for the braking equipment of the tractor is switched off, the braking of the towed vehicle shall be effected by evacuation of the supply line (in addition, the pneumatic control line may remain pressurised); the supply line may only remain evacuated until the electrical energy for the braking equipment of the tractor is restored and simultaneously the braking of the towed vehicle via the electric control line is restored.
| Deceleration by the endurance braking system | |
|---|---|
| ≤ 1,3 m/sec | > 1,3 m/sec |
| May generate the signal | Shall generate the signal |
diagram A B C for maximum permissible mass up to 14 tons. diagram A D E for maximum permissible mass higher than 14 tons
