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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States relating to the braking devices of certain categories of motor vehicles and of their trailers (71/320/EEC) (repealed)
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Changes over time for: Appendix 2
Version Superseded: 01/11/2014
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[F1Appendix 2 Utilisation of adhesion
Textual Amendments
1. METHOD OF MEASUREMENT FOR MOTOR VEHICLES U.K.
1.1. Determination of the coefficient of adhesion (k) U.K.
1.1.1. The coefficient of adhesion (k) shall be determined as the quotient of the maximum braking forces without locking the wheels and the corresponding dynamic load on the axle being braked. U.K.
1.1.2. The brakes shall be applied only on one axle of the vehicle under test, at an initial speed of 50 km/h. The braking forces shall be distributed between the wheels of the axle to reach maximum performance. The anti-lock braking system shall be disconnected, or inoperative, between 40 km/h and 20 km/h. U.K.
1.1.3. A number of tests at increments of line pressure shall be carried out to determine the maximum braking rate of the vehicle (z max ). U.K.
During each test, a constant input force shall be maintained and the braking rate shall be determined by reference to the time taken (t) for the speed to reduce from 40 km/h to 20 km/h using the formula:
z max is the maximum value of z
t is in seconds.
1.1.3.1. Wheel-lock may occur below 20 km/h. U.K.
1.1.3.2. Starting from the minimum measured value of t, called t min , then select three values of t comprised within t min and 1,05 t min and calculate their arithmetical mean value t m , U.K.
then calculate
If it is demonstrated that for practical reasons the three values determined above cannot be obtained, then the minimum time t min may be utilised. However, the requirements of point 1.3 still apply.
1.1.4. The braking forces shall be calculated from the measured braking rate and the rolling resistance of the unbraked axle(s) which is equal to 0,015 and 0,010 of the static axle load for a driven axle and a non-driven axle, respectively. U.K.
1.1.5. The dynamic load on the axle shall be that given by the relations in the Appendix to point 1.1.4.2 of Annex II. U.K.
1.1.6. The value of k shall be rounded to three decimal places. U.K.
1.1.7. Then, the test will be repeated for the other axles(s) as defined in points 1.1.1 to 1.1.6 above (for exemptions, see points 1.4 and 1.5 below). U.K.
1.1.8. For example, in the case of a two-axle rear-wheel drive vehicle, with the front axle (1) being braked, the coefficient of adhesion (k) is given by: U.K.
1.1.9. One coefficient will be determined for the front axle k f and one for the rear axle k r . U.K.
1.2. Determination of the adhesion utilised (ε) U.K.
1.2.1. The adhesion utilised (ε) is defined as the quotient of the maximum braking rate with the anti-lock braking system operative z AL ) and the coefficient of adhesion K M , i. e. U.K.
1.2.2. From an initial vehicle speed of 55 km/h, the maximum value for the braking rate (z AL ) shall be measured with the anti-lock braking system operative. This value for z AL shall be based on the average value of three tests, as previously described in point 1.1.3 of this Appendix, using the time taken for the speed to reduce from 45 km/h to 15 km/h, according to the following formula: U.K.
1.2.3. The coefficient of adhesion k M shall be determined by weighting with the dynamic axle loads: U.K.
where:
1.2.4. The value of ε shall be rounded to two decimal places. U.K.
1.2.5. In the case of a vehicle equipped with an anti-lock braking system of category 1 or 2, the value of z AL is based on the whole vehicle, with the anti-lock braking system in operation, and the adhesion utilised (ε) shall be given by the same formula quoted in point 1.2.1 above. U.K.
1.2.6. In the case of a vehicle equipped with an anti-lock braking system of category 3, the value of z AL shall be measured on each axle which has at least one directly controlled wheel. U.K.
Example: for a two-axle vehicle with an anti-lock braking system acting only on the rear axle (2), the adhesion utilised (ε) is given by:
This calculation shall be made for each axle having at least one directly controlled wheel.
1.3. If ε > 1,00, the measurements of coefficients of adhesion shall be repeated. A tolerance of 10 % is acceptable. U.K.
1.4. For motor vehicles equipped with three axles, only the axle not associated with a close-coupled bogie shall be used to establish a k value for the vehicle (2) . U.K.
1.5. For vehicles of categories N 2 and N 3 with a wheel base less than 3,80 m and with h/E > 0,25, the determination of the coefficient of adhesion for the rear axle shall be omitted. U.K.
1.5.1. In that case, the adhesion utilised (ε) is defined as the quotient of the maximum braking rate with the anti-lock braking system operative (z AL ) and the coefficient of adhesion (k f ), i. e. U.K.
2. METHOD OF MEASUREMENT FOR TRAILERS U.K.
2.1. General U.K.
2.1.1. The coefficient of adhesion (k) shall be determined as the quotient of the maximum braking forces without locking the wheels and the corresponding dynamic load on the axle being braked. U.K.
2.1.2. The brakes shall be applied on only one axle of the trailer under test, at an initial speed of 50 km/h. The braking forces shall be distributed between the wheels of the axle to reach maximum performance. The anti-lock braking system shall be disconnected or inoperative between 40 km/h and 20 km/h. U.K.
2.1.3. A number of tests at increments of line pressure shall be carried out to determine the maximum braking rate of the vehicle combination (z Cmax ) with the trailer only braked. During each test, a constant input force shall be maintained and the braking rate shall be determined by reference to the time taken (t) for the speed to reduce from 40 km/h to 20 km/h using the formula: U.K.
2.1.3.1. Wheel-lock may occur below 20 km/h. U.K.
2.1.3.2. Starting from the minimum measured value of t, called t min , then select three values of t comprised within t min and 1,05 t min and calculate their arithmetical mean value t m . U.K.
then calculate:
If it is demonstrated that for practical reasons the three values determined above cannot be obtained, then the minimum time t min may be utilised.
2.1.4. The adhesion utilised (ε) shall be calculated by means of the formula: U.K.
The k value shall be determined according to point 2.2.3 for full trailers or point 2.3.1 for semi-trailers, respectively.
2.1.5. If ε > 1,00 the measurements of coefficients of adhesion shall be repeated. A tolerance of 10 % is accepted. U.K.
2.1.6. The maximum braking rate (z RAL ) shall be measured with the anti-lock braking system operative and the towing vehicle unbraked, based on the average value of three tests, as in point 2.1.3 of this Appendix. U.K.
2.2. Full trailers U.K.
2.2.1. The measurement of k (with the anti-lock braking system being disconnected, or inoperative, between 40 km/h and 20 km/h) shall be performed for the front and rear axles. U.K.
For one front axle i:
For one rear axle i:
2.2.2. The values of k f and k r shall be rounded to three decimal places. U.K.
2.2.3. The coefficient of adhesion k R shall be determined proportionally according to the dynamic axle loads. U.K.
2.2.4. Measurement of z RAL (with the anti-lock braking system operative) U.K.
z RAL shall be determined on a surface with a high coefficient of adhesion and, for vehicles with a category A anti-lock braking system, also on a surface with a low coefficient of adhesion.
2.3. Semi-trailers and centre-axle trailers U.K.
2.3.1. The measurement of k (with the anti-lock braking system being disconnected, or inoperative, between 40 km/h and 20 km/h) shall be carried out with wheels fitted only on one axle, the wheels of the other axle(s) are removed. U.K.
2.3.2. The measurement of z RAL (with the anti-lock braking system operative) shall be carried out with all wheels fitted. U.K.
z RAL shall be determined on a surface with a high coefficient of adhesion and, for vehicles with a category A anti-lock braking system, also on a surface with a low coefficient of adhesion.]
(1)
[F1Anti-lock braking systems with ‘ select-high ’ control are deemed to include both directly and indirectly controlled wheels; in systems with ‘ select-low ’ control, all sensed wheels are deemed to be directly controlled wheels.
(2)
Until a uniform test procedure is agreed, vehicles with more than three axles and special vehicles will be subject to consultation with the technical service.]
Textual Amendments
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