ANNEX 1

COMMUNICATION

(maximum format: A4 (210 × 297 mm))

ANNEX 2

COMMUNICATION

(maximum format: A4 (210 × 297 mm))

ANNEX 3

ARRANGEMENT OF THE REAR-VIEW MIRROR APPROVAL MARK

(See paragraph 5.4 of the Regulation)

The above approval mark affixed to a rear-view mirror indicates that the mirror is a rear-view mirror, of type L, which has been approved in the Netherlands (E 4) under approval number 002439. The first two digits of the approval number indicate that the approval was granted in accordance with the requirements of Regulation No 81 in its original form.

Note: The approval number and the additional symbol must be placed close to the circle and either above or below the ‘E’ or to the left or right of that letter. The digits of the approval number must be on the same side of the ‘E’ and point in the same direction. The additional symbol must be directly opposite the approval number. The use of Roman numerals as approval numbers should be avoided so as to prevent any confusion with other symbols.

ANNEX 4

ARRANGEMENTS OF THE VEHICLE APPROVAL MARK CONCERNING THE INSTALLATION OF REAR-VIEW MIRRORS

Model A

(See paragraph 15.4 of the Regulation)

The above approval mark affixed to a vehicle shows that the vehicle type concerned has been approved in the Netherlands (E 4) pursuant to Regulation No 81 under approval number 002439. The first two digits of the approval number indicate that the approval was granted in accordance with the requirements of Regulation No 81 in its original form.

Model B

(See paragraph 15.5 of the Regulation)

The above approval mark affixed to a vehicle shows that the vehicle type concerned has been approved in the Netherlands (E 4) pursuant to Regulations No 81 and No 47 (1). The first two digits of the approval numbers indicate that, at the dates when the respective approvals were granted, Regulation No 81 had not been modified, and Regulation No 47 already included the 01 series of amendments.

(1)  The second number is given as an example only.

ANNEX 5

TEST METHOD FOR DETERMINING REFLECTIVITY

1.   DEFINITIONS

1.1.   CIE standard illuminant A (1):

1.2.   CIE standard source A (1): Gas-filled tungsten filament lamp operating at a correlated colour temperature of T68 = 2 855,6 K.

1.3.   CIE 1931 standard colorimetric observer (1): Receptor of radiation whose colorimetric characteristics correspond to the spectral tristimulus values , y(λ), z(λ) (see table).

1.4.   CIE spectral tristimulus values (1): Tristimulus values of the spectral components of an equi-energy spectrum in the CIE (XYZ) system.

1.5.   Photopic vision (1): Vision by the normal eye when it is adapted to levels of luminance of at least several candelas per square metre.

2.   APPARATUS

2.1.   General

2.2.   Spectral characteristics of light source and receiver.

2.3.   Geometric conditions

2.4.   Electrical characteristics of the photodetector-indicator unit

The photodetector output as read on the indicating meter shall be a linear function of the light intensity on the photosensitive area. Means (electrical and/or optical) shall be provided to facilitate zeroing and calibration adjustments. Such means shall not affect the linearity or the spectral characteristics of the instrument. The accuracy of the receptor-indicator unit shall be with ± 2 % of full scale, or ± 10 % of the magnitude of the reading, whichever is the smaller.

2.5.   Sample holder

The mechanism shall be capable of locating the test sample so that the axes of the source arm and receptor are intersecting at the reflecting surface. The reflecting surface may lie within or at either face of the mirror sample, depending on whether it is a first-surface, second-surface, or prismatic ‘flip’ type mirror.

3.   PROCEDURE

3.1.   Direct calibration method

3.2.   Indirect calibration method

The indirect calibration method is applicable for those instruments with fixed source and receiver geometry. A properly calibrated and maintained reflectance standard is required. This reference standard should preferably be a flat mirror with a reflectance value as near as possible to that of the test samples.

3.3.   Non-flat (convex) mirror measurement

The measurement of the reflectance of non-flat (convex) mirrors requires the use of instruments which incorporate an integrating sphere in the receiver unit (see figure 2). If the instrument indicating meter indicates ne divisions with a reference standard mirror of E per cent reflectance, then, with a mirror of unknown reflectance, nx divisions will correspond to a reflectance of X per cent, given by the formula:

SPECTRAL TRISTIMULUS VALUES FOR THE CIE 1931 STANDARD COLORIMETRIC OBSERVER (2)

(This table is taken from CIE Publication 50(45) (1970))

Explanatory figure

Example of device for measuring the reflection factor of spherical mirrors

(1)  Definitions taken from CIE Publication 50 (45), International Electronical Vocabulary, Group/45: lighting.

(2)  Abridged table. The values of are rounded off to four decimal places.

(3)  Changed in 1966 (from 3 to 2).

ANNEX 6

PROCEDURE FOR DETERMINING THE RADIUS OF CURVATURE ‘r’ OF A MIRROR’S REFLECTING SURFACE

1.   Measurements

1.1.   Equipment

The ‘spherometer’ described in the figure is used.

1.2.   Measuring points

2.   Calculation of the radius of curvature (r)

‘r’ expressed in mm is calculated using the formula:

where rp1 is the radius of curvature of the first measuring point, rp2 at the second and rp3 at the third.

ANNEX 7

CONTROL OF THE CONFORMITY OF PRODUCTION

1.   DEFINITIONS

For the purpose of this Annex,

‘Type of deflection system’ means a given combination of axes, swivel points and other articulating mechanisms which ensures deflection of the rear-view mirror in the direction of impact concerned.

2.   TESTS

Rear-view mirrors shall be subjected to the following tests:

2.1.   Reflecting surface

2.2.   Deflection system

Impact test pursuant to the requirements of paragraph 8.2 of this Regulation.

3.   FREQUENCY AND RESULTS OF TESTS

3.1.   Verification of the nominal radius of curvature and measurement of the differences between radii of curvature

3.2.   Impact test

3.3.   Selection of samples

The selection of samples to be tested shall take account of the quantity produced for each type of rear-view mirrors.

ANNEX 1A

COMMUNICATION

(Maximum format: A4 (210 × 297 mm))

ANNEX 1B

COMMUNICATION

(maximum format: A4 (210 × 297 mm))

ANNEX 2

ARRANGEMENTS OF THE APPROVAL MARK AND APPROVAL DATA

(See paragraph 4.2 of this Regulation)

The above approval mark shows that the item concerned has been approved in France (E2) pursuant to Regulation No 90 under approval number C0359/7248. The first two digits of the approval number indicate that the approval was granted in accordance with the requirements of Regulation No 90 as amended by the 02 series of amendments.

Example of pad assembly marking

Example of shoe assembly marking

Example of drum brake lining marking

ANNEX 3

REQUIREMENTS FOR REPLACEMENT BRAKE LINING ASSEMBLIES FOR VEHICLES OF CATEGORIES M1, M2 AND N1

1.   Conformance with Regulation No 13 or 13-H

Compliance with the requirements of Regulation No 13 or 13-H shall be demonstrated in a vehicle test.

1.1.   Vehicle preparation

1.1.1.   Test Vehicle

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 Regulations Nos 13 and 13-H.

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.

1.1.2.   Bedding (burnishing) procedure

1.1.2.1.   General conditions

Brake lining assemblies submitted for test shall be fitted to the relevant brakes. In the case of replacement brake lining assemblies, new brake linings must be used. Drum brake linings may be machined to achieve the best possible initial contact between the linings and drum(s). The test vehicle shall be fully laden.

Original brake lining assemblies used for comparison test and already fitted to the test vehicle may be used provided they are in a good condition and have not been worn out by more than 20 per cent of the initial thickness. They must not show damages, cracks, excessive corrosion or signs of overheating. They shall be bedded to the procedure described below.

1.1.2.2.   Procedure

Perform a minimum 50 km driving distance and at least 100 brake applications at varying decelerations (at least between 1 m/s2 and 5 m/s2) with initial speeds between 50 km/h and 120 km/h. A temperature range between 250 °C and 500 °C for pad assemblies or between 150 °C and 250 °C for drum brake lining assemblies (measured at the rubbing surface of the disc or drum) must be achieved at least three times during the bedding procedure. Temperatures must not exceed 500 °C for pad assemblies and 250 °C for drum brake lining assemblies.

1.1.2.3.   Performance check

By braking only one axle at a time perform five brake applications from 70 km/h to 0 km/h (front axle) and 45 km/h to 0 km/h (rear axle) at a line pressure of 4 Mpa (1) and with an initial temperature of 100 °C for each stop. The five consecutive non-monotonic results must remain within the tolerance of 0,6 m/s2 (front axle) or 0,4 m/s2 (rear axle) of their mean fully developed deceleration.

If this requirement is not fulfilled the bedding procedure according to paragraph 1.1.2.2 must be extended and the performance check according to paragraph 1.1.2.3 must be repeated.

1.2.   The braking system of the vehicle shall be tested according to the requirements for the vehicle category in question (M1, M2 or N1) in Regulation No 13, Annex 4, paragraphs 1 and 2 or Regulation No 13-H, Annex 3, paragraphs 1 and 2 whichever is appropriate taking into consideration the original approval of the system. The applicable requirements or tests are:

1.2.1.   Service braking system

1.2.1.1.   Type-0 test with engine disconnected, vehicle laden, according to Regulation No 13, Annex 4, paragraph 1.4.2 or Regulation No 13-H, Annex 3, paragraph 1.4.2.

1.2.1.2.   Type-0 test with engine connected, vehicle unladen and laden, according to Regulation No 13, Annex 4, paragraphs 1.4.3.1 (stability test) and 1.4.3.2 (only the test with initial speed v = 0,8vmax) or Regulation No 13-H, Annex 3, paragraphs 1.4.3.1 and 1.4.3.2.

1.2.1.3.   Type-I test, according to Regulation No 13, Annex 4, paragraph 1.5 or Regulation No 13-H, Annex 3, paragraph 1.5.

1.2.2.   Secondary braking system

1.2.2.1.   Type-0 test with engine disconnected, vehicle laden, according to Regulation No 13, Annex 4, paragraph 2.2 or Regulation No 13-H, Annex 3, paragraph 2.2 (this test may be omitted in cases where it is obvious that the requirements are met, e.g. diagonal split braking system).

1.2.3.   Parking braking system

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

1.2.3.1.   Parking brake test at 18 per cent gradient, vehicle laden, according to Regulation No 13, Annex 4, paragraph 2.3.1 or parking brake test at 20 per cent gradient, vehicle laden, Regulation No 13-H, Annex 3, paragraph 2.3.1.

1.3.   The vehicle must satisfy all the relevant requirements stated in Regulation No 13, Annex 4, paragraph 2 or Regulation No 13-H, Annex 3, paragraph 2 for that category of vehicle.

2.   Additional requirements

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

2.1.   Vehicle test (split axle test)

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

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:

2.1.2.   Speed sensitivity test

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

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

2.1.2.3.   Mean fully developed decelerations recorded for the higher speeds shall lie within 15 per cent of that recorded for the lowest speed.

2.2.   Inertia dynamometer test

2.2.1.   Test equipment

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

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).

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

2.2.2.3.   Brake linings submitted for test shall be fitted to the relevant brakes and bedded (burnished) according to the following procedure:

Burnishing phase 1, 64 snubs from 80 km/h to 30 km/h at varying line pressures:

Burnishing phase 2, 10 stops from 100 km/h to 5 km/h at 0,4 g deceleration and increasing initial temperatures:

Recovery, 18 snubs from 80 km/h to 30 km/h at line pressure of 3 000 kPa:

2.2.2.4.   Perform five brake applications from 80 km/h to 0 km/hat a line pressure of 4 MPa and with an initial temperature of 100 °C for each stop. The five consecutive non-monotonic results must remain within the tolerance of 0,6 m/s2 of their mean fully developed deceleration.

If this requirement is not fulfilled the first part of the bedding procedure ‘Burnishing Phase 1’ must be repeated until the required performance stability is achieved.

2.2.2.5.   The use of cooling air is permitted. The speed of the airflow during the brake application at the brake shall be:

vair = 0,33v

where:

2.2.3.   Cold performance equivalence test

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 M1 and N1 and 60 km/h for M2 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/s2.

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/s2.

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 per cent of those obtained with the original brake lining assembly.

2.2.4.   Speed sensitivity test

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

75, 120 km/h and additionally 160 km/h where vmax 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.

2.2.4.3.   Mean fully developed decelerations recorded for the higher speeds shall lie within 15 per cent of that recorded for the lowest speed.

(1)  For other than hydraulic braking systems an equivalent input value should be used.

ANNEX 4

REQUIREMENTS FOR REPLACEMENT BRAKE LINING ASSEMBLIES AND DRUM BRAKE LININGS FOR VEHICLES OF CATEGORIES M3, N2 AND N3

1.   Vehicle test

1.1.   Test vehicle

A vehicle which is representative of the type(s) for which the replacement brake lining assembly approval or drum brake lining approval is required shall be equipped with brake lining assemblies or drum brake linings of the type for which approval is sought and instrumented for brake testing as required by Regulation No 13.

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.

1.2.   Tests and requirements

1.2.1.   Conformance with Regulation No 13

1.2.1.1.   The braking system of the vehicle shall be tested according to the requirements for the vehicle category in question (M3, N2 or N3) in Regulation No 13, Annex 4, paragraphs 1 and 2 The applicable requirements or tests are:

1.2.1.1.1.   Service braking system

1.2.1.1.1.1.   Type-0 test with engine disconnected, vehicle laden

1.2.1.1.1.2.   Type-0 test with engine connected, vehicle unladen and laden, according to Regulation No 13, Annex 4, paragraphs 1.4.3.1 (stability test) and 1.4.3.2 (only the test with initial speed v = 0,8 vmax).

1.2.1.1.1.3.   Type-I test according to Regulation No 13, Annex 4, paragraphs 1.5.1 and 1.5.3.

1.2.1.1.1.4.   Type-II test

The laden vehicle must be tested in such a manner that the energy input is equivalent to that recorded in the same period of time with the laden vehicle driven at an average speed of 30 km/h on a 2,5 per cent down-gradient for a distance of 6 km with the gear disengaged, the braking energy being taken by the service brakes alone.

1.2.1.1.2.   Secondary braking system

1.2.1.1.2.1.   Type-0 test with engine disconnected, vehicle laden (this test may be omitted if covered by tests according to paragraph 1.2.2 of this Annex).

1.2.1.1.3.   Parking braking system

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

1.2.1.1.3.1.   Downhill test at 18 per cent gradient, vehicle laden

1.2.1.2.   The vehicle must satisfy all relevant requirements stated in Regulation No 13, Annex 4, paragraph 2 for that category of vehicle.

1.2.2.   Additional requirements (split axle test)

For the tests mentioned below 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 or drum brake lining approval is required for front axle brakes the rear axle brakes shall remain inoperative throughout the test.

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

1.2.2.1.   Cold performance equivalence test

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

1.2.2.1.1.   Make a minimum of six brake applications at spaced increments of pedal force or line pressure up to wheel lock or, alternatively, up to a mean fully developed deceleration of 3,5 m/s2 or up to the maximum allowed pedal force or up to the maximum line pressure from an initial speed of 45 km/h and with a brake temperature ≤ 100 °C at the start of each application.

1.2.2.1.2.   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 3 m/s2. If this value cannot be achieved determine alternatively the pedal force or line pressure required to achieve maximum deceleration.

1.2.2.1.3.   The replacement brake lining assembly or the replacement drum brake lining shall be considered to show similar performance characteristics to the original brake lining assembly or the original drum brake lining 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 per cent of those obtained with the original brake lining assembly or the original drum brake lining.

1.2.2.2.   Speed sensitivity test

1.2.2.2.1.   Using the pedal force derived from paragraph 1.2.2.1.2 of this Annex and with initial brake temperature ≤ 100 °C, make three brake applications from each of the following speeds:

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

1.2.2.2.3.   Mean fully developed decelerations recorded for the higher speeds shall lie within 25 per cent of that recorded for the lowest speed.

2.   Inertia dynamometer test

2.1.   Test equipment

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.

2.1.1.   Test conditions

2.1.1.1.   The rotational mass of the dynamometer shall correspond to half the axle portion of 0,55 of the maximum vehicle mass and the rolling radius of the largest tyre that is authorised for that vehicle type(s).

2.1.1.2.   The initial dynamometer rotational speed shall correspond to the linear vehicle speed as stated in the paragraphs below and shall be based on the mean of the dynamic rolling radii of the largest and smallest tyres authorised for that vehicle type(s).

2.1.1.3.   Brake lining assemblies or drum brake linings submitted for the test shall be fitted to the brake and, until a fixed burnishing procedure is established, shall be burnished to the manufacturer’s instructions in agreement with the technical service.

2.1.1.4.   If cooling air is used, the speed of the airflow at the brake shall be:

vair = 0,33v

where:

2.1.1.5.   The actuation cylinder fitted to the brake must be of the smallest size that is authorised for that vehicle type(s).

2.2.   Tests and requirements

2.2.1.   Tests derived from Regulation No 13

2.2.1.1.   Type-0 test

From the initial speed of 60 km/h with a 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 the line pressure that is permanently guaranteed by the braking system of the vehicle type(s) (e.g. cut in pressure of the compressor). A mean fully developed deceleration of at least 5 m/s2 must be achieved.

2.2.1.2.   Type-0 test, high speed performance

Make three brake applications with a brake temperature of ≤ 100 °C at the start of each application from a speed of 100 km/h where approval is directed to vehicles of category N2 and 90 km/h where approval is directed to vehicles of categories M3 and N3 using the guaranteed line pressure as defined in paragraph 2.2.1.1. The mean value of the achieved mean fully developed decelerations of the three applications must be at least 4 m/s2.

2.2.1.3.   Type-I test

2.2.1.3.1.   Heating procedure

Make 20 consecutive snub applications with v1 = 60 km/h and v2 = 30 km/h with a cycle time of 60 s starting at a brake temperature of ≤ 100 °C at the first application. The line pressure shall correspond to a deceleration of 3 m/s2 at the first application and must remain constant throughout the succeeding applications.

2.2.1.3.2.   Hot performance

On completion of the heating procedure the hot performance shall be measured under the conditions of paragraph 2.2.1.1 above using the guaranteed line pressure as defined in paragraph 2.2.1.1 (the temperature conditions may be different). The mean fully developed deceleration with the heated brake must not be less than 60 per cent of the value achieved with the cold brake or 4 m/s2.

2.2.1.3.3.   Recovery

Starting 120 s after the hot performance brake application, make five full stops with the line pressure used in paragraph 2.2.1.3.1 above and with intervals of at least two minutes from the initial speed of 60 km/h. At the beginning of the fifth application the brake temperature shall be ≤ 100 °C and the mean fully developed deceleration achieved shall be within 10 per cent of that calculated from the relation line pressure/deceleration of the Type-0 test at 60 km/h.

2.2.1.4.   Type-II test

2.2.1.4.1.   Heating procedure

The brakes shall be heated by constant braking torque corresponding to a deceleration of 0,15 m/s2 at a constant speed of 30 km/h during a period of 12 minutes.

2.2.1.4.2.   Hot performance

On completion of the heating procedure the hot performance shall be measured under the conditions of paragraph 2.2.1.1 above using the guaranteed line pressure as defined in paragraph 2.2.1.1 (the temperature conditions may be different). The mean fully developed deceleration with the heated brake must not be less than 3,75 m/s2.

2.2.1.5.   Static test for parking performance

2.2.1.5.1.   For the whole range of applications determine the worst case regarding input force to the brake, maximum vehicle mass to be braked by one axle, and tyre radius.

2.2.1.5.2.   Apply the brake with the input force as determined under paragraph 2.2.1.5.1 above.

2.2.1.5.3.   Put a slowly increasing torque on the dynamometer shaft in order to turn the drum or disc. Measure the output torque at the brake in the moment the dynamometer shaft begins to move and calculate corresponding axle braking force using the tyre radius as determined under paragraph 2.2.1.5.1.

2.2.1.5.4.   The brake force measured under paragraph 2.2.1.5.3 divided by one half of the vehicle mass as determined under paragraph 2.2.1.5.1 must give at least a quotient of 0,18.

2.2.2.   Cold performance equivalence test

A comparison of the cold performance of the replacement brake lining assembly or the replacement drum brake lining and the original brake lining assembly or the original drum brake lining shall be made by comparing the results of the Type-0 test as described in paragraph 2.2.1.1.

2.2.2.1.   The Type-0 test as prescribed in paragraph 2.2.1.1 shall be performed with one set of the original brake lining assembly or the original drum brake lining.

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

2.2.3.   Speed sensitivity test

2.2.3.1.   Using the guaranteed line pressure as defined in paragraph 2.2.1.1 and with initial brake temperature ≤ 100 °C, make three brake applications from each of the following speeds:

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

2.2.3.3.   Mean fully developed decelerations recorded for the higher speeds shall lie within 25 per cent of that recorded for the lowest speed.

ANNEX 5

REQUIREMENTS FOR REPLACEMENT BRAKE LINING ASSEMBLIES FOR VEHICLES OF CATEGORIES O1 AND O2

1.   General

The test method described in this Annex is based on an inertia dynamometer test. Alternatively the tests may be carried out on a test vehicle or on a rolling road test bench provided that the same test conditions are achieved and the same parameters measured as in the inertia dynamometer test.

2.   Test equipment

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 or actuation force, number of rotations after brake application, braking time and brake rotor temperature.

2.1.   Test conditions

2.1.1.   The rotational mass of the dynamometer shall correspond to half the relevant axle portion of the maximum vehicle mass and the rolling radius of the largest tyre that is authorised for that vehicle type(s).

2.1.2.   The initial dynamometer rotational speed shall correspond to the linear vehicle speed as stated in paragraph 3.1 of this Annex and shall be based on the dynamic rolling radius of the smallest tyre that is authorised for that vehicle type(s).

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

2.1.4.   If cooling air is used, the speed of the airflow at the brake shall be:

vair = 0,33v

where:

2.1.5.   The actuation device fitted to the brake must correspond to the vehicle installation.

3.   Tests and requirements

3.1.   Type-0 test

From the initial speed of 60 km/h with a brake temperature ≤ 100 °C at the start of each application make a minimum of six consecutive brake applications at spaced intervals of line pressure or application force up to the maximum line pressure or up to 6 m/s2 deceleration. Repeat the last brake application using an initial speed of 40 km/h.

3.2.   Type-I test

3.2.1.   Heating procedure

The brake shall be heated with continuous braking according to the requirement of Regulation No 13, Annex 4, paragraph 1.5.2 starting with a brake rotor temperature ≤ 100 °C.

3.2.2.   Hot performance

On completion of the heating procedure the hot performance from an initial speed of 40 km/h shall be measured under the conditions of paragraph 3.2.1 above using the same line pressure or application force (the temperature conditions may be different). The mean fully developed deceleration with the heated brake must not be less than 60 per cent of the value achieved with the cold brake or 3,5 m/s2.

3.3.   Cold performance equivalence test

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 the Type-0 test as described in paragraph 3.1.

3.3.1.   The Type-0 test as prescribed in paragraph 3.1 shall be performed with one set of the original brake lining assembly.

3.3.2.   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 line pressure or application force in the upper two thirds of the generated curve are within 15 per cent of those obtained with the original brake lining assembly.

ANNEX 6

REQUIREMENTS FOR REPLACEMENT BRAKE LINING ASSEMBLIES AND DRUM BRAKE LININGS FOR VEHICLES OF CATEGORIES O3 AND O4

1.   Test conditions

The tests prescribed in this Annex may be carried out alternatively on a test vehicle or on an inertia dynamometer or on a rolling road test bench under the same conditions as mentioned in Regulation 13, Annex 11, Appendix 2, paragraphs 3.1 to 3.4.

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.

2.   Tests and requirements

2.1.   Conformance with Regulation No 13, Annex 11

The brakes shall be tested according to the requirements of Regulation No 13, Annex 11, Appendix 2, paragraph 3.5.

2.2.   Cold performance equivalence test (Type-0)

ANNEX 7

REQUIREMENTS FOR REPLACEMENT BRAKE LINING ASSEMBLIES FOR VEHICLES OF CATEGORY L

1.   Test conditions

1.1.   A vehicle which is representative of the type(s) for which the replacement brake lining assembly approval is required shall be equipped with the brake lining assemblies of the type for which approval is requested and instrumented for brake testing as required by Regulation No 78.

1.2.   Brake lining assemblies submitted for the 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.

1.3.   In the case of brake lining assemblies for vehicles with a combined braking system in the meaning of paragraph 2.9 of Regulation No 78 the combination(s) of brake lining assemblies for the front and the rear axle to which the approval shall be directed must be tested.

The combination may consist of replacement brake lining assemblies for both axles and/or a replacement brake lining assembly on one and an original brake lining assembly on the other axle.

2.   Tests and requirements

2.1.   Conformance with Regulation No 78

2.1.1.   The braking system of the vehicle shall be tested according to the requirements for the vehicle category in question (L1, L2, L3, L4 or L5) in Regulation No 78, Annex 3, paragraph 1. The applicable requirements or tests are:

2.1.1.1.   Type-0 test with engine disconnected

The test is to be carried out only in the laden condition. Make a minimum of six brake applications at spaced increments of control force or line pressure up to wheel lock, or up to a deceleration of 6 m/s2 or up to the maximum allowed control force.

2.1.1.2.   Type-0 test with engine connected

Only applicable for vehicles of categories L3, L4 and L5

2.1.1.3.   Type-0 test with wet brakes

Not applicable to vehicles of category L5 or in cases of drum brakes or fully enclosed disc brakes not subjected to this test during approval to Regulation No 78.

2.1.1.4.   Type-I test

Only applicable for vehicles of categories L3, L4 and L5.

2.1.2.   The vehicle must satisfy all the relevant requirements stated in Regulation No 78, Annex 3, paragraph 2 for that category of vehicles.

2.2.   Additional requirements

2.2.1.   Cold performance equivalence test

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 the Type-0 test as described in paragraph 2.1.1.1.

2.2.1.1.   The Type-0 test as prescribed in paragraph 2.1.1.1 shall be performed with one set of the original brake lining assembly.

2.2.1.2.   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 line pressure in the upper two thirds of the generated curve are within 15 per cent of those obtained with the original brake lining assembly.

2.2.2.   Speed sensitivity test

This test is only applicable for vehicles of categories L3, L4 and L5 and shall be carried out with the laden vehicle under the conditions of the Type-0 test with engine disconnected. However, the test speeds are different.

2.2.2.1.   From the results of the Type-0 test as described in paragraph 2.1.1.1 determine the control force or line pressure corresponding to the minimum required mean fully developed deceleration for that category of vehicle.

2.2.2.2.   Using the control force or line pressure determined in paragraph 2.2.2.1 and with initial brake temperature ≤ 100 °C, make three brake applications from each of the following speeds:

40 km/h, 80 km/h and 120 km/h (if vmax ≥ 130 km/h).

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

2.2.2.4.   Mean fully developed decelerations recorded for the higher speeds shall lie within 15 per cent of that recorded for the lowest speed.

ANNEX 8

Technical prescriptions for replacement brake lining assemblies intended for the use in separate parking brake systems being independent of the vehicle service brake system

1.   Compliance with Regulation No 13 or 13-H

Compliance with the requirements of Regulation No 13 or 13-H shall be demonstrated in a vehicle test.

1.1.   Vehicle test

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 Regulation No 13 or Regulation No 13-H whichever is appropriate. The vehicle shall be fully laden. Brake linings submitted for test shall be fitted to the relevant brakes and, shall not be burnished.

1.2.   The parking braking system of the vehicle shall be tested according to all relevant requirements in Regulation No 13, Annex 4, paragraph 2.3 or Regulation No 13-H, Annex 3, paragraph 2.3, whichever is appropriate taking into consideration the original approval of the system.

ANNEX 9

SPECIAL ADDITIONAL PROCEDURES FOR CONFORMITY OF PRODUCTION

PART A

Determination of friction behaviour by machine testing

1.   Introduction

Part A applies to replacement brake lining assemblies or replacement drum brake linings approved to this Regulation.

1.1.   Samples of a replacement brake lining assembly type shall be tested on a machine capable of generating the test conditions and applying the test procedures described in this Annex.

1.2.   Test results shall be evaluated to determine sample friction behaviour.

1.3.   The friction behaviour of samples shall be compared to assess conformity with the standard registered for a replacement brake lining assembly type.

2.   Replacement brake lining assemblies for vehicles of categories M1, M2, N1, O1, O2, and L

2.1.   Equipment

2.1.1.   The machine shall be designed to accept and operate a full size brake similar to those fitted to the vehicle axle used for approval testing to paragraph 5 of this Regulation.

2.1.2.   The disc or drum rotational speed shall be 660 ± 10 1/min (1) without load and shall not fall below 600 1/min on full load.

2.1.3.   The test cycles and brake applications during the cycles to be adjustable and automatic.

2.1.4.   Output torque or brake pressure (constant torque method) and working surface temperature shall be recorded.

2.1.5.   Provisions shall be made to direct cooling air across the brake at a rate of 600 ± 60 m3/h.

2.2.   Test procedure

2.2.1.   Sample preparation

The manufacturer’s bedding schedule shall ensure a minimum of 80 per cent surface contact area for pad assemblies without exceeding a surface temperature of 300 °C and 70 per cent surface contact area for the leading shoe assemblies without exceeding a surface temperature of 200 °C.

2.2.2.   Test schedule

The test schedule comprises a number of consecutive braking cycles each containing X braking intervals of five seconds brake applied followed by 10 seconds brake released.

The following two methods may be used alternatively.

2.2.2.1.   Test schedule with constant pressure

2.2.2.1.1.   Pad assemblies

The hydraulic pressure p under the piston(s) of the calliper shall be constant following the formula:

2.2.2.1.2.   Shoe assemblies

The mean contact pressure at the brake lining working surface shall be constant at 22 ± 6 N/cm2 calculated for a static brake without self-energising.

2.2.2.2.   Test schedule with constant torque

This method applies only for pad assemblies. The brake torque shall be constant within a tolerance of ± 5 per cent and adjusted to guarantee the maximum brake rotor temperatures given in the table below.

2.3.   Evaluation of test results

Friction behaviour is determined from the brake torque noted at selected points in a test schedule. Where brake factor is constant, e.g. a disc brake, brake torque may be translated to coefficient of friction.

2.3.1.   Pad assemblies

2.3.1.1.   The operational coefficient of friction (μop) is the mean of the values recorded during cycles two to seven (constant pressure method) or during cycles 2-4, 6-9 and 11-13 (constant torque method); measurement being made one second after commencing the first brake application of each cycle.

2.3.1.2.   The maximum coefficient of friction (μmax) is the highest value recorded during all cycles.

2.3.1.3.   The minimum coefficient of friction (μmin) is the lowest value recorded during all cycles.

2.3.2.   Shoe assemblies

2.3.2.1.   The mean torque (Mmean) is the average of the maximum and minimum values of brake torque recorded during the fifth brake application of cycles 1 and 3.

2.3.2.2.   The hot torque (Mhot) is the minimum brake torque developed during cycles 2 and 4. If the temperature exceeds 300 °C during these cycles the value at 300 °C is to be taken as Mhot.

2.4.   Acceptance criteria

2.4.1.   With each application for approval of a brake lining assembly type there shall be submitted:

2.4.2.   During production of an approved brake lining assembly type, test samples must demonstrate compliance with the values registered under paragraph 2.4.1 of this Annex with the following tolerances:

3.   Brake lining assemblies and drum brake linings for vehicles of categories M3, N2, N3, O3, and O4

3.1.   Equipment

3.1.1.   The machine shall be equipped with a disc brake of the fixed calliper type with a cylinder diameter of 60 mm and a solid (not ventilated) disc having a diameter of 278 ± 2 mm and a thickness of 12 mm ± 0,5 mm. A rectangular piece of the friction material with an area of 44 cm2 ± 0,5 cm2 and a thickness of at least 6 mm shall be attached to the backing plate.

3.1.2.   The disc rotational speed shall be 660 ± 10 1/min without load and shall not fall below 600 1/min on full load.

3.1.3.   The mean contact pressure at the brake lining working surface shall be constant at 75 N/cm2 ± 10 N/cm2.

3.1.4.   The test cycles and brake applications during the cycles to be adjustable and automatic.

3.1.5.   Output torque and working surface temperature shall be recorded.

3.1.6.   Provisions shall be made to direct cooling air across the brake at a rate of 600 ± 60 m3/h.

3.2.   Test procedure

3.2.1.   Sample preparation

The manufacturer’s bedding procedure shall ensure a minimum of 80 per cent surface contact area without exceeding a surface temperature of 200 °C.

3.2.2.   Test schedule

The test procedure comprises a number of consecutive braking cycles each containing a number of X braking intervals of five seconds brake applied followed by 10 seconds brake released.

3.3.   Evaluation of test results

Friction behaviour is determined from the brake torque noted in selected cycles of the test schedule. Brake torque shall be translated to coefficient of friction μ.

The μ-value of each brake application shall be determined as the mean value of the 5 seconds brake applied.

3.3.1.   The operational coefficient of friction μop1 is the mean value of μ recorded for the brake applications in cycles 1 and μop2 is the mean value of μ recorded for the brake applications in cycle 9.

3.3.2.   The maximum coefficient of friction μmax is the highest value of μ recorded in an application during cycles 1 to 11 inclusive.

3.3.3.   The minimum coefficient of friction μmin is the lowest value of μ recorded in an application during cycles 1 to 11 inclusive.

3.4.   Acceptance criteria

3.4.1.   With each application for approval of a replacement brake lining assembly type or a replacement drum brake lining type, there shall be submitted values for μop1, μop2, μmin and μmax.

3.4.2.   During production of an approved replacement brake lining assembly type or replacement drum brake lining type, test samples must demonstrate compliance with the values registered under paragraph 3.4.1 of this Annex within the following tolerances:

PART B

Conformity of production for brake discs and drums

1.   Introduction

Part B applies to replacement brake discs and drums approved to this Regulation.

2.   Requirements

Conformity of production is to be demonstrated through the routine control and documentation of at least the following:

2.1.   Chemical composition

2.2.   Microstructure

The microstructure must be characterised in accordance with ISO 945-1:2006

2.3.   Mechanical properties

In each case the measurements must be made on samples taken from the actual brake disc or drum.

2.4.   Geometric features

Brake discs:

Brake drums:

2.5.   Acceptance criteria

With each application for approval of a replacement brake disc or drum there shall be submitted a production specification covering:

During routine production of an approved replacement brake disc or drum production must demonstrate compliance with these registered specifications.

In the case of geometric features the values prescribed in paragraph 5.3.3.1.1 for brake discs and paragraph 5.3.3.1.2 for brake drums must not be exceeded.

2.6.   Documentation

The documentation shall contain the manufacturer’s maximum and minimum permitted values.

2.7.   Test frequency

The measurements prescribed in this Annex should be carried out for each production batch.

(1)  In the case of vehicles of categories L1 and L2, a lower test speed may be used.

(2)  In the case of vehicles of category L, the temperature shall be limited to 350 °C. If necessary, the number of applications per cycle must be reduced accordingly. However, in this case, the number of cycles shall be increased to keep the total number of applications constant.

(3)  Values in brackets for vehicles of category L.

ANNEX 10

ILLUSTRATIONS

1.   Brake disc design types (examples)

Flat type

Cylinder type

Pot type

Conical type

Double flange type

2.   Brake drum (example)

ANNEX 11

REQUIREMENTS FOR REPLACEMENT BRAKE DISCS OR BRAKE DRUMS FOR VEHICLES OF CATEGORIES M AND N

1.   Test overview

The tests required in paragraph 5.3 of this Regulation are detailed as follows according to the vehicle category:

Table A11/1A

Vehicles of categories M1, N1

For each disc and drum type at least one test group (see definition in paragraph 5.3.6 of this Regulation) requires the Type-0 and Type-I tests to be carried out on a vehicle.

Table A11/1B

Vehicles of categories M2, M3, N2, N3

2.   Verification of the vehicle test requirements

2.1.   Test vehicle

A vehicle that is representative for the selected test group (see definition in paragraph 5.3.6 of this Regulation) in respect of which an approval or parts report for a replacement brake disc/drum is applied for shall be fitted with this replacement brake disc/drum as well as be equipped with test devices for testing the brakes pursuant to the provisions of Regulation No 13 or 13-H.

The replacement brake disc/drum shall be fitted to the axle in question together with an accompanying brake lining which has been type-approved according to Regulation No 13, 13-H or 90 available from the vehicle or axle manufacturer.

Unless a uniform procedure is laid down for how braking is to be effected, the test shall be carried out following agreement with the technical service. All the tests listed below shall be carried out on brakes that have been bedded in.

The same ‘bedding-in’ programme shall be used for both replacement and original brake discs and drums.

2.2.   Service braking system

2.2.1.   Type-0 brake tests, engine disconnected, vehicle laden

This test shall be carried out pursuant to Regulation No 13, Annex 4, paragraph 1.4.2 or Regulation No 13-H, Annex 3, paragraph 1.4.2.

2.2.2.   Type-0 brake tests, engine connected, vehicle unladen and laden

This test shall be carried out pursuant to Regulation No 13, Annex 4, paragraph 1.4.3 (supplementary test, how the vehicle behaves when braking from high speed) or Regulation No 13-H, Annex 3, paragraph 1.4.3.

2.2.3.   Type-I brake tests

This test shall be carried out pursuant to Regulation No 13, Annex 4, paragraph 1.5.1 or Regulation No 13-H, Annex 3, paragraph 1.5.1.

At the end of the Type-I brake test, the performance when the brakes are hot is to be satisfied pursuant to Regulation No 13, Annex 4, paragraph 1.5.3 or Regulation No 13-H, Annex 3, paragraph 1.5.2.

2.2.4.   Type-II brake tests

This test shall be carried out pursuant to Regulation No 13, Annex 4, paragraph 1.6.

2.3.   Parking braking system (if required)

2.3.1.   If the service brake system and the parking brake system use a common disc or drum friction surface, it is not necessary to conduct a specific parking brake system test. The satisfactory achievement of the Type-0 laden test shall be taken as meeting the parking brake system requirements.

2.3.2.   Static test with 18 per cent gradient, vehicle laden

2.3.3.   The vehicle shall satisfy all the relevant provisions laid down in Regulation No 13, Annex 4, paragraph 2.3 or Regulation No 13-H, Annex 3, paragraph 2.3 that apply to this category of vehicle.

2.4.   Testing the dynamic frictional properties (comparison test conducted on the individual axles)

For this test, the vehicle shall be laden and all brake applications carried out on a flat road with the engine disconnected.

The service braking system of the vehicle shall be provided with a device that separates the front-wheel brakes from the rear-wheel brakes so that they can always be operated independently of one another.

If an approval or a part report is required in connection with a replacement brake disc/drum for the front-wheel brakes, the rear-wheel brakes shall remain inoperative throughout the test.

If an approval or a part report is required in connection with a replacement brake disc/drum for the rear-wheel brakes, the front-wheel brakes shall remain inoperative throughout the test.

2.4.1.   Performance comparison test when the brakes are cold

With cold brakes, the performance of the replacement brake disc/drum shall be compared with the original equivalents by comparing the results of the test below.

2.4.1.1.   Using the replacement brake disc/drum, at least six consecutive brake applications with different, gradually increasing control forces or brake pressures are carried out as part of the process up to the point at which the wheels lock, or up to a mean fully developed deceleration of 6 m/s2 (M1, M2, N1) or 3,5 m/s2 (M3, N2, N3) or up to the maximum control force or line pressure permitted for this category of vehicle, in which connection the initial speed for the testing of front or rear axle brake discs and drums is as per the table below:

Table A11/2.4.1.1

Prior to each brake application, the initial temperature of the brake disc/drum shall be ≤ 100 °C.

2.4.1.2.   The brake test described in paragraph 2.4.1.1 also has to be carried out using the original brake disc/drum.

2.4.1.3.   The dynamic frictional properties of the replacement brake disc/drum can be regarded as similar to those of the original brake disc/drum, provided the values attained in relation to the mean fully developed deceleration at the same operating pressures or control forces in the region of the upper two thirds of the curve generated do not deviate by either ± 10 per cent or ± 0,4 m/s2 from those of the original brake disc/drum.

3.   Inertia dynamometer test

3.1.   Equipping the dynamometer

For testing purposes, the dynamometer shall be fitted out with the original brake calliper or wheel brake of the vehicle(s) concerned. The inertia dynamometer shall be equipped with a constant torque device and equipment for recording rotational speed, brake pressure, the number of revolutions after braking has commenced, brake torque, the braking period and the temperature of the brake discs/drums on a continuous basis.

3.2.   Test conditions

3.2.1.   Inertia mass of the inertia dynamometer

The inertia mass of the inertia dynamometer shall be set as close as possible, with a permissible variation of ± 5 per cent, to the theoretically required value which corresponds to that part of the total inertia of the vehicle braked by the appropriate wheel. The formula used for calculation purposes is as follows:

I = m · rdyn 2

where: