Commission Delegated Regulation (EU) 2015/68Show full title

ANNEX VII Alternative test requirements for vehicles for which Type-I, Type-II or Type-III tests are not mandatory

1. Definitions

For the purposes of this Annex:

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 systems, components, separate technical units and 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.

2. General requirements

Type-I and/or Type-II or Type-III tests, laid out in Annex II, need not be performed on a vehicle and its systems, components and separate technical units submitted for approval in the following cases:

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 of a reference axle test 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.

3. Specific requirements for towed vehicles

In the case of towed vehicles, these requirements are deemed to be fulfilled, with respect to points 2.1 and 2.2, if the identifiers referred to in point 3.7 of Appendix 1 for the axle or brake of the subject towed vehicle are contained in a report for a reference axle/brake.

4. Type-approval certificate

Where the foregoing requirements are applied, the type approval certificate shall include the following particulars:

4.1.

In the case under point 2.1, 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 case under point 2.2, Table I in the template set out in Article 25(2) of Regulation (EU) No 167/2013 shall be completed.

4.3.

In the case under point 2.3, Table II in the template set out in Article 25(2) of Regulation (EU) No 167/2013 shall be completed.

4.4.

If point 2.4 is applicable, Table III in the template set out in Article 25(2) of Regulation (EU) No 167/2013 shall be completed.

5. Documentation

Where the applicant for a type approval in a Member State refers to a type approval granted in another Member State, the documentation shall be submitted by the applicant relating to that approval.

Appendix 1 Alternative procedures for Type-I or Type-III tests for towed vehicle brakes

1. General

1.1. In accordance with point 2.4, the Type-I or Type-III test may be waived at the time of type approval of the vehicle provided that the braking system components comply with the requirements of this appendix and that the resulting predicted braking performance meets the requirements of this Regulation for the appropriate vehicle category.

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

1.3. Tests carried out in accordance with point 3.6. and the results in the test report shall be acceptable as a means of proving compliance with the requirements laid down in point 2.2.2.8.1 of Annex I.

1.4. The adjustment of the brake(s) shall, prior to the Type-III test below, be set according to the following procedures as appropriate:

1.4.1.

In the case of air operated towed vehicle brake(s), 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:

s₀ > 1,1 · s_re-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 re-adjust 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.

1.4.2.

In the case of hydraulically operated towed vehicle disc brakes no setting requirements are deemed necessary.

1.4.3.

In the case of hydraulically operated towed vehicle drum brakes the adjustment of the brakes shall be as specified by the manufacturer.

1.5. In the case of towed vehicles equipped with automatic brake adjustment devices the adjustment of the brakes shall, prior to the Type-I test below, be set according to the procedure as laid down in point 1.4.

2. Symbols used in this Annex are explained in the following table:

2.1. Symbols

P

=

part of the vehicle mass borne by the axle under static conditions

F

=

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

F_R

=

total normal static reaction of road surface on all wheels of towed vehicle

F_e

=

test axle load

P_e

=

F_e/g

g

=

acceleration due to gravity: g = 9,81 m/s²

C

=

brake input torque

C_O

=

brake input threshold torque

C_0,dec

=

declared brake input threshold torque

C_max

=

maximum brake input torque

R

=

dynamic tyre rolling radius as specified by the tyre manufacturer. As an alternative, if such information is not available, the value calculated by the formula: ‘ETRTO overall diameter /2’ may be used;

T

=

brake force at tyre/road interface

T_R

=

total brake force at tyre/road interface of the towed vehicle

M

=

brake torque = T · R

z

=

braking rate = T/F or M/(R · F)

s

=

actuator stroke (working stroke plus free stroke)

s_p

=

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

Th_A

=

average thrust (the average thrust is determined by integrating the values between 1/3 and 2/3 of the total stroke s_max)

l

=

lever length

r

=

internal radius of brake drums or effective radius of brake discs

p

=

brake actuation pressure

Note: Symbols with the suffix ‘e’ relate to the parameters associated with the reference brake test and may be added to other symbols as appropriate.

3. Test methods

3.1. Track tests

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

3.1.2. The results of tests on a combination of axles may be used in accordance with point 2.1 provided that each axle contributes equal braking energy input during the drag and hot brake tests.

3.1.2.1. This is ensured if the following are identical for each axle: braking geometry, lining, wheel mounting, tyres, actuation and pressure distribution in the actuators.

3.1.2.2. The documented result for a combination of axles will be the average for the number of axles, as though a single axle had been used.

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

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

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

However, in the case of Type-III test, the speed correction formula according to point 2.5.4.2 of Annex II applies

Where:

v₁

=

initial speed (km/h),

v₂

=

final speed (km/h),

P_o

=

mass of the tractor (kg) under test conditions,

P₁

=

part of the mass of the towed vehicle borne by the unbraked axle(s) (kg),

P₂

=

part of the mass of the towed vehicle borne by the braked axle(s) (kg).

3.2. Inertia dynamometer tests

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

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

3.2.2.1. By way of derogation from point 3.2.2, the test may be also carried out without a tyre under the condition that no cooling is permitted. However, in order to suck away toxic or harmful gases from the test chamber a small air circulation is permitted.

3.2.3. Under the conditions specified in point 3.2.2, air cooling at a velocity and air flow direction simulating actual conditions may be used during the heating runs, the speed of the air flow being

v_air = 0,33 v

Where:

v

=

vehicle test speed at initiation of braking.

The temperature of the cooling air shall be the ambient temperature.

3.2.4. Where the tyre rolling resistance is not automatically compensated for in the test, the torque applied to the brake shall be modified by subtracting a torque equivalent to a rolling resistance coefficient of 0,02 (in the case of vehicles of categories Ra and Sa) and 0,01 (in the case of vehicles of categories Rb and Sb) respectively.

Alternatively, the worst case rolling resistance coefficient of 0,01 may be used in order to cover all vehicle categories which may be subjected to the Type-I test, as determined in the test report.

3.3. Rolling road dynamometer tests

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

3.3.2. Air cooling at a velocity and air flow direction simulating actual conditions may be used during the heating runs, the speed of the air flow being

v_air = 0,33 v

Where:

v

=

vehicle test speed at initiation of braking.

The temperature of the cooling air shall be the ambient temperature.

3.3.3. The braking time shall be 1 second after a maximum build-up time of 0,6 second.

3.4. Test conditions (General)

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

3.4.1.1.

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

3.4.1.2.

A continuous recording of air pressure in the brake actuator;

3.4.1.3.

Vehicle speed during the test;

3.4.1.4.

Initial temperature on the outside of the brake drum or brake disc;

3.4.1.5.

Brake actuator stroke used during Type-0 and Type-I or Type-III tests.

3.5. Test procedures

3.5.1. Supplementary cold performance test

The preparation of the brake shall be in accordance with point 3.5.1.1.

3.5.1.1. Bedding in (burnishing) procedure

3.5.1.1.1. In the case of drum brakes the tests shall start with new brake linings and new drum(s), the brake linings shall be machined to achieve the best possible initial contact between the linings and drum(s).

3.5.1.1.2. In the case of disc brakes the tests shall start with new brake pads and new disc(s), machining of the pad material shall be at the discretion of the brake manufacturer.

3.5.1.1.3. Make 20 brake applications from an initial speed of 60 km/h with an input to the brake theoretically equal to 0,3 TR/Test Mass. The initial temperature at the lining/drum or pad/disc interface shall not exceed 100 °C before each brake application.

3.5.1.1.4. Carry out 30 brake applications from 60 km/h to 30 km/h with an input to the brake equal to 0,3 TR/Test Mass and with a time interval between applications of 60 s. If the track test method or the rolling road test methods are to be utilised, energy inputs equivalent to those specified shall be used. The initial temperature at the lining/drum or pad/disc interface on the first brake application shall not exceed 100 °C.

3.5.1.1.5. On completion of the 30 brake applications specified in point 3.5.1.1.4 and after an interval of 120 s carry out 5 brake applications from 60 km/h to 30 km/h with an input to the brake equal to 0,3 TR/Test Mass and with an interval of 120 s between applications.

3.5.1.1.6. Make 20 brake applications from an initial speed of 60 km/h with an input to the brake equal to 0,3 TR/Test Mass. The initial temperature at the lining/drum or pad/disc interface shall not exceed 150 °C before each brake application.

3.5.1.1.7. Carry out a performance check as follows:

3.5.1.1.7.1.

Calculate the input torque to produce theoretical performance values equivalent to 0,2, 0,35 and 0,5 + 0,05 TR/Test Mass.

3.5.1.1.7.2.

Once the input torque value has been determined for each braking rate, this value shall remain constant throughout each and subsequent brake applications (e.g. constant pressure).

3.5.1.1.7.3.

Make a brake application with each of the input torques determined in point 3.5.1.1.7.1 from an initial speed of 60 km/h. The initial temperature at the lining/drum or pad/disc interfaces shall not exceed 100 °C before each application.

3.5.1.1.8. Repeat the procedures laid down in point 3.5.1.1.6 and 3.5.1.1.7.3, where point 3.5.1.1.6 is optional, until the performance of five consecutive non monotonic measurements at the 0,5 TR/(Test Mass) constant input value has stabilised within a tolerance of minus 10 per cent of the maximum value.

3.5.1.2. It is also permissible to carry out the two fade tests, Type-I and Type- III, one after the other.

3.5.1.3. This test is carried out at an initial speed equivalent to 40 km/h in the case of Type-I test and 60 km/h in the case of Type-III test in order to evaluate the hot braking performance at the end of Type-I and Type-III tests. The Type-I and/or Type-III fade test has/have to be done immediately after this cold performance test.

3.5.1.4. Three brake applications are made at the same pressure (p) and at an initial speed equivalent to 30 km/h and 40 km/h respectively (in the case of Type-I test, as determined in the test report) or 60 km/h (in the case of Type-III test), with an approximately equal initial brake temperature not exceeding 100 °C, measured at the outside surface of the drums or discs. The applications shall be at the brake actuator pressure required to give a brake torque or force equivalent to a braking rate (z) of at least 50 per cent. The brake actuator pressure shall not exceed 650 kPa (pneumatic) or 11 500 kPa (hydraulic), and the brake input torque (C) shall not exceed the maximum permissible brake input torque (C_max). The average of the three results shall be taken as the cold performance.

3.5.2. Fade test (Type-I test)

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

3.5.2.2. A braking rate is maintained at 7 per cent, including the rolling resistance (see point 3.2.4.).

3.5.2.3. The test is made during 2 minutes and 33 seconds or during 1,7 km at a vehicle speed of 40 km/h. In case of towed vehicles with v_max ≤ 30 km/h or if the test velocity cannot be achieved, then the duration of the test can be lengthened according to point 2.3.2.2 of Annex II.

3.5.2.4. Not later than 60 seconds after the end of the Type-I test, a hot performance test is carried out in accordance with point 2.3.3 of Annex II at an initial speed equivalent to 40 km/h. The brake actuator pressure shall be that used during the Type-0 test.

3.5.3. Fade test (Type-III test)

3.5.3.1. Test methods for repeated braking

3.5.3.1.1. Track tests (see Annex II, point 2.5)

3.5.3.1.2. Inertia dynamometer test

For the bench test described in point 3.2, the conditions may be the same as for the road test described in point 2.5.4 of Annex II with:

3.5.3.1.3. Rolling road dynamometer test

For the bench test described in point 3.3, the conditions shall be as follows:

Number of brake applications	20
Duration of braking cycle	60 s (braking time 25 s and recovery time 35 s)
Test speed	30 km/h
Braking rate	0,06
Rolling resistance	0,01

3.5.3.2. Not later than 60 seconds after the end of the Type-III test a hot performance test is carried out in accordance with point 2.5.5 of Annex II. The brake actuator pressure shall be that used during the Type-0 test.

3.6. Performance requirements for automatic brake adjustment devices

3.6.1. The following requirements shall apply to an automatic brake adjustment device which is installed on a brake, the performance of which is being verified according to the provisions of this appendix.

On completion of the tests defined in points 3.5.2.4 (Type-I test) or 3.5.3.2 (Type-III test), the requirements laid down in point 3.6.3 shall be verified.

3.6.2. The following requirements shall apply to an alternative automatic brake adjustment device installed on a brake for which a test report already exists.

3.6.2.1. Brake performance

Following heating of the brake(s) carried out in accordance with the procedures described in points 3.5.2 (Type-I test) or 3.5.3 (Type-III test), as appropriate, one of the following provisions shall apply:

(a)

the hot performance of the service braking system shall be ≥ 80 per cent of the prescribed Type-0 performance; or

(b)

the brake shall be applied with a brake actuator pressure as used during the Type-0 test; at this pressure the total actuator stroke (s_A) shall be measured and shall be ≤ 0,9 s_p value of the brake chamber.

s_p

=

the effective stroke means the stroke at which the output thrust is 90 % of the average thrust (Th_A) — see point 2.

3.6.2.2. On completion of the tests specified in point 3.6.2.1, the requirements laid down in point 3.6.3 shall be verified.

3.6.3. Free running test

After completing the tests specified in points 3.6.1 or 3.6.2, as applicable, the brake(s) shall be allowed to cool to a temperature representative of a cold brake (i.e. ≤ 100 °C) and it should be verified that the towed vehicle/wheel(s) is capable of free running by fulfilling one of the following conditions:

3.6.3.1.

Wheels are running freely (i.e. wheels can be rotated by hand);

3.6.3.2.

It is ascertained that at a constant speed equivalent to v = 60 km/h with the brake(s) released the asymptotic temperature shall not exceed a drum/disc temperature increase of 80 °C, then this residual brake moment is regarded as acceptable.

3.7. Identification

3.7.1. The axle shall carry at a visible position the marking in accordance with the requirements laid down on the basis of Article 17(2)(k) and (5) of Regulation (EU) No 167/2013, so that the following data are uniquely identified, as mentioned in the test report:

3.7.1.1.

Axle identifier;

3.7.1.2.

Brake identifier;

3.7.1.3.

F_e identifier;

3.7.1.4.

Base part of test report number;

3.7.1.5.

The identifiers specified in the test report.

3.7.2. A non-integrated automatic brake adjustment device shall carry at a visible position at least the marking in accordance with the requirements laid down on the basis of Article 17(2)(k) and (5) of Regulation (EU) No 167/2013 so that the following data are uniquely identified, as mentioned in the test report:

3.7.2.1.

Type;

3.7.2.2.

Version.

3.7.3. The make and type of each brake lining or pad shall be visible when the lining or pad is mounted on the brake shoe or back plate in a legible and indelible manner.

3.8. Test criteria

In the case that a new test report, or a test report extension, is required for a modified axle or brake within the limits specified in the information document the following criteria are used to determine the necessity for further testing taking into account worst case configurations agreed with the Technical Service.

Abbreviations used in the subsequent table:

a If applicable
CT (complete test)	Test: 3.5.1.: Supplementary cold performance test 3.5.2.: Fade test (Type-I test)a 3.5.3.: Fade test (Type-III test)a
FT (fade test)	Test: 3.5.1.: Supplementary cold performance test 3.5.2.: Fade test (Type-I test)a 3.5.3.: Fade test (Type-III test)a

a No test is required if the manufacturer can demonstrate that a change does not affect the stiffness.
Differences according to the information document	Test criteria
(a) Increase in maximum declared brake input torque Cmax	Change allowed without additional testing
(b) Deviation of declared brake disc and brake drum mass mdec: ± 20 per cent	CT: The lightest variant shall be tested; if the nominal test mass for a new variant deviates less than 5 per cent from a previously tested variant with a higher nominal value then the test of the lighter version may be dispensed with. The actual test mass of the test specimen may vary ± 5 per cent from the nominal test mass.
(c) Method of attachment of the lining/pad on the brake shoe/back plate	The worst case specified by the manufacturer and agreed by the Technical Services conducting the test
(d) In the case of disc brakes, increase of maximum stroke capability of the brake	Change allowed without additional testing
(e) Effective length of the cam shaft	The worst case is considered to be the lowest cam shaft torsional stiffness and shall be verified by either: (i) FT; or (ii) Change allowed without additional testing if by calculation the influence with respect to stroke and braking force can be shown. In this case the test report shall indicate the following extrapolated values: se, Ce, Te, Te/Fe.
(f) Declared threshold torque C0,dec	It shall be checked that the brake performance remains within the corridors of Diagram 1
(g) ± 5 mm from the declared external diameter of the disc	The worst case test is considered the smallest diameter The actual external diameter of the test specimen may vary ± 1 mm from the nominal external diameter specified by the axle manufacturer.
(h) Type of cooling of the disc (ventilated/non-ventilated)	Each type shall be tested
(i) Hub (with or without integrated hub)	Each type shall be tested
(j) Disc with integrated drum — with or without parking braking system function	Testing is not required for this feature
(k) Geometric relationship between disc friction surfaces and disc mounting	Testing is not required for this feature
(l) Brake lining type	Each type of brake lining
(m) Material variations (excluding changes in base material), as in the information document for which the manufacturer confirms that such a material variation does not change the performance with respect to the required tests	Test not required for this condition
(n) Back plate and shoes	Worst case test conditionsa: Back plate : minimum thickness Shoe : lightest brake shoe

3.8.1. If an automatic brake adjustment device deviates from a tested one with reference to the identifiers of the test report, an additional test according to point 3.6.2 is necessary.

3.9. Test results

3.9.1. The result of tests carried out in accordance with points 3.5 and 3.6.1 shall be reported on the test results sheet.

3.9.2. In the case of a brake installed with an alternative brake adjustment device the results of tests carried out in accordance with point 3.6.2 shall be reported on the test results sheet.

3.9.3. Information document

An information document, provided by the axle or vehicle manufacturer, shall be part of the test report.

The information document shall identify, if applicable, the various variants of the brake or axle equipment with respect to their essential criteria.

4. Verification

4.1. Verification of components

The brake specification of the vehicle to be type approved shall comply with the requirements laid down in points 3.7, 3.8 and 3.9.

4.2. Verification of brake energy absorbed

4.2.1. The brake forces (T) for each subject brake (for the same control line pressure p_m) necessary to produce the drag force specified for both Type-I and Type-III test conditions shall not exceed the values T_e as stated in the test report, which were taken as a basis for the test of the reference brake.

4.3. Verification of hot performance

4.3.1. The brake force (T) for each subject brake for a specified pressure (p) in the actuators and for a control line pressure (p_m) used during the Type-0 test of the subject towed vehicle is determined as follows:

4.3.1.1.

The predicted actuator stroke (s) of the subject brake is calculated as follows:

This value shall not exceed s_p.

4.3.1.2.

The average thrust output (Th_A) of the actuator fitted to the subject brake at the pressure specified in point 4.3.1 is measured.

4.3.1.3.

The brake input torque (C) is then calculated as follows:

C shall not exceed C_max.

4.3.1.4.

The predicted brake performance for the subject brake is given by:

R shall not be less than 0,8 R_e.

4.3.2. The predicted brake performance for the subject towed vehicle is given by:

4.3.3. The hot performances following the Type-I or Type-III tests shall be determined in accordance with points 4.3.1.1 to 4.3.1.4. The resulting predictions given by point 4.3.2 shall satisfy the requirements of this Regulation for the subject towed vehicle. The value used for the figure recorded in the Type-0 test as prescribed in point 2.3.3 or 2.5.5 of Annex II shall be the figure recorded in the Type-0 test of the subject towed vehicle.