Council Directive of 26 July 1971 on the approximation of the laws of the Member States relating to the braking devices of certain categories of motor vehicles and of their trailers (71/320/EEC) (repealed)

[F1 Appendix 2 Requirements for replacement brake lining assemblies for vehicles of categories M ₁ , M ₂ and N ₁

Textual Amendments

F1 Inserted by Commission Directive 98/12/EC of 27 January 1998 adapting to technical progress Council Directive 71/320/EEC on the approximation of the laws of the Member States relating to the braking devices of certain categories of motor vehicles and their trailers (Text with EEA relevance).

1. CONFORMANCE WITH THIS DIRECTIVE U.K.

Compliance with the requirements of this Directive shall be demonstrated in a vehicle test.

1.1. Test vehicle U.K.

A vehicle which is representative of the type(s) for which the replacement brake lining assembly approval is required shall be equipped with the replacement brake lining assemblies of the type for which approval is requested and instrumented for brake testing as required by the Directive.

Brake linings assemblies submitted for test shall be fitted to the relevant brakes and, until a fixed burnishing procedure is established, shall be burnished to the manufacturer's instructions in agreement with the technical service.

1.2. The braking system of the vehicle shall be tested according to the requirements for the vehicle category in question (M ₁ , M ₂ or N ₁ ) in Annex II, points 1 and 2. The applicable requirements or tests are: U.K.

1.2.1. Service braking system U.K.

1.2.1.1. Type 0 test with engine disconnected, vehicle laden U.K.

1.2.1.2. Type 0 test with engine connected, vehicle unladen and laden, according to Annex II, points 1.2.3.1 (stability test) and 1.2.3.2 (only the test with initial speed v = 0,8 v _max ) U.K.

1.2.1.3. Type I test U.K.

1.2.2. Secondary braking system U.K.

1.2.2.1. Type 0 test with engine disconnected, vehicle laden (this test may be omitted in cases where it is obvious that the requirements are met, e. g. diagonal split braking system) U.K.

1.2.3. Parking braking system U.K.

(Only applicable if the brakes for which lining approval is sought are used for parking).

1.2.3.1. Downhill test at 18 % gradient, vehicle laden. U.K.

1.3. The vehicle must satisfy all the relevant requirements stated in Annex II, point 2 for that category of vehicles. U.K.

2. ADDITIONAL REQUIREMENTS U.K.

Compliance with the additional requirements shall be demonstrated by using one of the two following methods:

2.1. Vehicle test (split axle test) U.K.

For this test the vehicle shall be fully laden and all brake applications made with engine disconnected, on a level road.

The vehicle service brake control system shall be equipped with a means of isolating front and rear axle brakes so that either may be used independently of the other.

Where brake lining assembly approval is required for front axle brakes the rear axle brakes shall remain inoperative throughout the test.

Where brake lining assembly approval is required for rear axle brakes the front axle brakes shall remain inoperative throughout the test.

2.1.1. Cold performance equivalence test U.K.

A comparison of the cold performance of the replacement brake lining assembly and the original brake lining assembly shall be made by comparing the results of testing to the following method:

2.1.1.1. Make a minimum of six brake applications at spaced increments of pedal effort or line pressure up to wheel lock or, alternatively, up to a mean fully developed deceleration of 6 m/s ² or up to the allowed maximum pedal force for the category of vehicle in question from an initial speed as given in the table below: U.K.

Vehicle category	Test speed in km/h
	front axle	rear axle
M 1	70	45
M 2	50	40
N 1	65	50

The initial brake temperature at the start of each application shall be ≤ 100 °C.

2.1.1.2. Note and plot pedal force or line pressure and mean fully developed deceleration for each application, and determine the pedal force or line pressure required to achieve (if possible) a mean fully developed deceleration of 5 m/s ² for front axle brakes and 3 m/s ² for rear axle brakes. If these values cannot be achieved with the maximum allowed pedal force determine alternatively the pedal force or line pressure required to achieve maximum deceleration. U.K.

2.1.1.3. The replacement brake lining assembly shall be considered to show similar performance characteristics to the original brake lining assembly if the achieved mean fully developed decelerations at the same control force or line pressure in the upper two thirds of the generated curve are within 15 % of these obtained with the original brake lining assembly. U.K.

2.1.2. Speed sensitivity test U.K.

2.1.2.1. Using the pedal force derived from item 2.1.1.2 of this Appendix and with initial brake temperature ≤ 100 °C, make three brake applications from each of the following speeds: U.K.

• Front axle 65 km/h, 100 km/h and 135 km/h where v _max exceeds 150 km/h.

• Rear axle 45 km/h, 65 km/h and 90 km/h where v _max exceeds 150 km/h.

2.1.2.2. Average the results for each group of three applications and plot speed against corresponding mean fully developed deceleration. U.K.

2.1.2.3. Mean fully developed decelerations recorded for the higher speeds shall lie within 15 % of those recorded for the lowest speed. U.K.

2.2. Inertia dynamometer test U.K.

2.2.1. Test equipment U.K.

For the tests an inertia dynamometer shall be equipped with the vehicle brake in question. The dynamometer shall be instrumented for continuous recording of rotational speed, brake torque, pressure in the brake line, number of rotations after brake application, braking time and brake rotor temperature.

2.2.2. Test conditions U.K.

2.2.2.1. The rotational mass of the dynamometer shall correspond to half the axle portion of the maximum vehicle mass as listed in the table below and to the rolling radius of the largest tyre that is authorised for that vehicle type(s). U.K.

Vehicle category	Axle portion of maximum vehicle mass
	front	rear
M 1	0,77	0,32
M 2	0,69	0,44
N 1	0,66	0,39

2.2.2.2. The initial dynamometer rotational speed shall correspond to the linear vehicle speed as stated in points 2.2.3 and 2.2.4 of this Appendix and shall be based on the dynamic rolling radius of the tyre. U.K.

2.2.2.3. Brake linings submitted for test shall be fitted to the relevant brakes and, until a fixed burnishing procedure is established, shall be burnished to the manufacturer's instructions in agreement with the technical service. U.K.

2.2.2.4. If cooling air is used, the speed of the airflow at the brake must not be higher than 10 km/h. U.K.

2.2.3. Cold performance equivalence test U.K.

A comparison of the cold performance of the replacement brake lining assembly and the original brake lining assembly shall be made by comparing the results of testing to the following method.

2.2.3.1. From the initial speed of 80 km/h for M ₁ and N ₁ and 60 km/h for M ₂ and with brake temperature ≤ 100 °C at the start of each application make a minimum of six brake applications at spaced intervals of line pressure up to a mean fully developed deceleration of 6 m/s ² . U.K.

2.2.3.2. Note and plot line pressure and mean fully developed deceleration for each application, and determine line pressure required to achieve 5 m/s ² . U.K.

2.2.3.3. The replacement brake lining assembly shall be considered to show similar performance characteristics to the original brake lining assembly if the achieved mean fully developed decelerations at the same control force or line pressure in the upper two thirds of the generated curve are within 15 % of those obtained with original brake lining assembly. U.K.

2.2.4. Speed sensitivity test U.K.

2.2.4.1. Using the line pressure derived from point 2.2.3.2. and with initial brake temperature ≤ 100 °C make three brake applications from rotational speeds corresponding to vehicle linear speeds of: U.K.

75 km/h, 120 km/h and 160 km/h where v _max exceeds 150 km/h

2.2.4.2. Average the results for each group of three applications and plot speed against corresponding mean fully developed deceleration. U.K.

2.2.4.3. Mean fully developed decelerations recorded for the higher speeds shall lie within 15 % of that recorded for the lowest speed.] U.K.