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Commission Delegated Regulation (EU) 2015/68Show full title
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)
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- Revised 09/06/20182.16 MB
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10. Compatibility between the control device and the brakes of a vehicle
10.1.A check shall be made on the vehicle to verify in the light of the characteristics of the control device, the characteristics of which are mentioned in the test report, the characteristics of the brakes mentioned in the test report and the towed vehicle characteristics referred to in the test report, whether the towed vehicle's inertia braking system meets the prescribed requirements.
10.2.General checks for all types of brakes
10.2.1.Any parts of the transmission not checked at the same time as the control device or the brakes shall be checked on the vehicle. The results of the check shall be entered in the test report (e.g., iH1 and ηH1).
10.2.2.Mass
10.2.2.1.The maximum mass GA of the towed vehicle shall not exceed the maximum mass G′A for which the control device is authorised.
10.2.2.2.The maximum mass GA of the towed vehicle shall not exceed the maximum mass GB which can be braked by joint operation of all of the towed vehicle's brakes.
10.2.3.Forces
10.2.3.1.The force threshold KA shall not be below 0,02 g · GA and not above 0,04 g · GA.
10.2.3.2.The maximum insertion force D1 may not exceed 0,10 g · GA in rigid drawbar towed vehicles and centre-axle towed vehicles and 0,067 g · GA in multi-axled drawbar towed vehicles.
10.2.3.3.The maximum tractive force D2 shall be between 0,1 g · GA and 0,5 g · GA.
10.3.Check of braking efficiency
10.3.1.The sum of the braking forces exerted on the circumference of the towed vehicle wheels shall not be less than B* = 0,50 g · GA (in the case of Classes C2 and C3 vehicles) and B* = 0,35 · g · GA (in the case of Class C1 vehicles), including a rolling resistance of 0,01 g · GA: this corresponds to a braking force B of 0,49 g · GA (in the case of Classes C2 and C3 vehicles) and B* = 0,34 · g · GA (in the case of Class C1 vehicles). In this case, the maximum permissible thrust on the coupling shall be:
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.
To check whether these conditions are complied with the following inequalities shall be applied:
10.3.1.1.In mechanical-transmission inertia braking systems:
10.3.1.2.In hydraulic-transmission inertia braking systems:
10.4.Check of control device travel
10.4.1.In control devices for multi-axled drawbar towed vehicles where the brake rod linkage depends on the position of the towing device, the control device travel s shall be longer than the effective (useful) control device travel s′, the difference being at least equivalent to the loss of travel so. The travel loss of so shall not exceed 10 per cent of the effective travel s′.
10.4.2.The effective (useful) travel of control device s′ shall be determined for single and multi-axle towed vehicles as follows:
10.4.2.1.
If the brake rod linkage is affected by the angular position of the towing device, then:
s′ = s – so
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.The following inequalities shall be applied to check whether control device travel is adequate;
10.5.Additional checks
10.5.1.In mechanical-transmission inertia braking systems a check shall be made to verify that the rod linkage by which the forces are transmitted from the control device to the brakes is correctly fitted.
10.5.2.In hydraulic-transmission inertia braking systems a check shall be made to verify that the travel of the master cylinder is not less than s/ih. A lower level shall not be permitted.
10.5.3.The general behaviour of the vehicle when braking shall be the subject of a road test carried out at different road speeds with different levels of brake effort and rates of application. Self-excited, undamped oscillations shall not be permitted.
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