TRAILER ANTI-LOCK BRAKING SYSTEM …inform.wabco-auto.com/intl/pdf/815/00/23/8159700233t2.pdf ·...

EB123_5E_KBA.DOC

RWTÜV Fahrzeug GmbH Ein Unternehmen der RWTÜV Gruppe Institut für Fahrzeugtechnik Adlerstraße 7 D-45307 Essen Telefon: +49(0)201825-0 Telefax: +49(0)201825-4150 Sitz der Gesellschaft: Essen HRB Essen 9975 Aufsichtsratsvorsitzender: Elmar Legge Geschäftsführung: Prof. Dr. Claus Wolff (Vors.) Friedo Schäfer

TRAILER ANTI-LOCK BRAKING

SYSTEM APPROVAL REPORT

A p p r o v a l R e p o r t N o : E B 1 2 3 . 5 E

0. General In addition to the previous RWTÜV report EB123.4E this Technical Report confirms also the fulfilment of the requirements of Annex 19 of ECE-R13 and extends the scope of application (including me-chanical suspension, increased tube lengths, etc.)

The system components with respect to the anti-lock system are identical with the system covered by the previous report EB123.4E.

For the sake of simplicity the Manufacturer’s Information Document of the Trailer EBS D system is abbreviated to I D _ T E B S .

1. Identification 1.1 Manufacturer: WABCO Vehicle

Control Systems Am Lindener Hafen 21 D - 30453 Hannover

1.2 System name/model: Trailer EBS

1.2.1 Versions: see also paragraph 1.3 of ID_TEBS - Trailer EBS D - Trailer EBS D plus - Trailer EBS D with TCE* - Trailer EBS D plus with TCE* * TCE: Trailer Central Electronic

A p p r o v a l R e p o r t N o . E B 1 2 3 . 5 E

Manufacturer: WABCO

ABS-System: Trailer EBS page 2 / 1 0

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2. System and installation

2.1 Configurations: 2S/2M - 2S/2M+SLV - 4S/2M - 4S/2M+1M - 4S/3M

See also paragraph 2.1 and Appendix 1 of ID_TEBS

2.1.1 Category A performance: All anti-lock system configurations and installations defined in Appendix 1 of ID_TEBS comply with the prescribed split friction requirements defined in paragraph 6.3.2 of annex X to Directive 71/320/EEC and annex 13 to ECE-Regulation No. 13.

2.2. Range of application: All system configurations as defined in 2.1 above may be used on semi- or centre-axle trailers having up to 3 axles.

4S/3M configurations may be used on full trailers with ei-ther 2 or 3 axles.

For specific applications refer to section 2 and Appendix 1 of ID_TEBS.

For more detailed system installation examples refer to paragraph 3.5 and Appendix 4 of ID_TEBS.

2.3 Methods of powering: All system configurations have the ability to accept a continuous power supply via the prescribed special con-nector conforming to ISO 7638 and - as a back up - an in-termittent power supply via the ISO 1185 (24N) or ISO 12098 connector (stop lamp circuit).

Permanent To comply with the requirements of Directive 71/320/EEC and ECE Regulation 13/09 full functionality of the system can only be obtained when connected to an interface con-forming to the following standards:

ISO 7638:1985 5 Pin

ISO 7638:1997 Part 1 (24 V) 5 Pin

ISO 7638:1997 Part 1 (24 V) 7 Pin

Intermittent: As a safety function in the event of a failure of the perma-nent ISO 7638 electrical power supply the system is able to receive intermittently electrical power from the ISO 1185 (24N) or ISO 12098 connector (stop lamp circuit). In this case only the anti-lock braking and the load-dependent brake force controls are available.


Manufacturer: WABCO


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For more detailed information see manufacturer’s Information Document, paragraphs 1.5 and 3.4.

2.4. Identification of approved components

2.4.1 Wheel speed sensors: see paragraph 3.1 of ID_TEBS 2.4.2 Controller: see paragraph 3.2 of ID_TEBS

2.4.3 Modulators: see paragraph 3.3 of ID_TEBS

The part numbers not fully specified in ID_TEBS indicate that deviations from the listed equipment/components are possible. These, however, have no influence on the func-tions and effect with regard to the inspection performed.

2.5. Energy consumption

2.5.1 Drum brakes

2.5.1.1 Equivalent static brake applications:

Semi-trailers: ne_EC = 11 applications

ne_ECE = 13 applications

Full trailers: ne_EC = 11 applications

ne_ECE = 13 applications Notes : • The values ne_EC above is to be used with the verification

procedure defined within annex XIV, paragraph 6.2 of Di-rective 71/320/EEC.

• The values ne_ECE above is to be used with the verification procedure defined within annex 20, paragraph 7.3 of ECE-Regulation No. 13.

2.5.1.2 Ratio of actuator stroke

against brake lever length: R= sT / lT = 0.2 (in all cases)

2.5.2 Disc brakes: Annex XIV of Directive 71/320/EEC only defines a test procedure for trailers with drum brakes but states that al-ternative designs may be taken into consideration. In the case of disc brakes it is not possible to manipulate the stroke/pressure relationship due to the integration of auto-matic wear adjustment. To establish an alternative proce-


Manufacturer: WABCO


EB123_5E_KBA.DOC

dure, comparative testing was carried out with an unmodi-fied installation and an installation with a 20 % increase in delivery volume. This simulated a condition of R x 1,2 so that the equivalent number of static brake applications could be defined for the increased volume condition. This value is defined below as ne_EC.

2.5.2.1 Equivalent static brake applications: see also Manufacturer’s Information Document para-

graph 2.6.1.3

Semi-trailers: ne_EC = 11 applications


Full trailers: ne_EC = 10 applications


Notes:

-• The brake applications ne_EC defined above already takes account of an increase in delivery volume of 20 %. There-fore, only in the case of trailers equipped with disc brakes, the procedure defined in paragraph 6.2.1.2 of annex XIV of Directive 71/320/EEC is to be carried out without any in-crease in actuator stroke as defined in paragraph 6.2.1.1 of annex XIV.

• The values ne_ECE above is to be used with the verifica-tion procedure defined within annex 20, paragraph 7.3 of ECE-Regulation No. 13.

2.6. Additional features

2.6.1 Load-dependent brake force control (LSV): see manufacturer’s Information Document, paragraph

1.5.1.1.2

2.6.2 Monitoring of brake air pressure: see manufacturer’s Information Document, paragraph 1.5.1.1.7

2.6.3 Lifting axle control: see manufacturer’s Information Document, paragraph 1.5.1.1.8

2.6.4 Integrated speed switch: see manufacturer’s Information Document, paragraph 1.5.1.1.9

2.6.5 Standstill function: see manufacturer’s Information Document, paragraph 1.5.1.1.5


Manufacturer: WABCO


EB123_5E_KBA.DOC

2.6.6 Emergency braking function: see manufacturer’s Information Document, paragraph 1.5.1.1.6

2.6.7 Roll Stability Support : see manufacturer’s Information Document, paragraph 1.5.1.1.11

2.6.8 Lining wear sensing: see manufacturer’s Information Document, paragraph 1.5.1.1.10

2.6.9 Parameter setting: see manufacturer’s Information Document, paragraph 1.5.1.1.12

3. Test data and results 3.0 General: (e.g. test schedule, worst case cross referencing) see Ap-

pendix 4 of this approval report

With respect to hardware and software this System Ap-proval Report No. EB123.5E is identical with that covered by the previous report EB123.4E (see also section “0. General” above).

This System Approval Report covers the Trailer EBS “D”-version which is identical with the hardware components of the previous Trailer EBS “C”-version (see RWTÜV System Approval Reports EB123.0E up to amendment “3” of approval report EB123.3E).

The upgraded Trailer EBS “D”-version contains a modified algorithm for the ABS function by which the energy consumption is reduced in comparison to the previous RWTÜV System Approval Report EB123.3E.

Energy consumption tests according to the test procedures of Annex XIV of Directive 71/320/EEC with the new sys-tem version “D” were carried out by the last approval re-port EB123.4E for the semi- and full trailers with drum and discs brakes and with all configurations applied by the manufacturer.

The performed tests have shown that the braking perform-ance with regard to stability and deceleration of this new Trailer EBS version “D” is generally slightly improved to the braking performance of the previous original EBS “C”-version (see test results in Appendix 4 of this approval report).


Manufacturer: WABCO


EB123_5E_KBA.DOC

By this approval report EB123.5E additional tests were carried out to cover also the requirements of Annex 19 of ECE-Regulation No. 13.

To differentiate between the tests with the modified ECU software “D” and the tests carried out with the original ECU software the following distinguishing symbols are used:

“.4D” Tests carried out with the modified ECU software “D” (corresponding amendment 4 of this System Approval Report)

“.4C” Tests carried out with the original ECU software “C” (covered by the System Approval Reports EB123.0E up to amendment “3” of the System Ap-proval Report EB123.3E of the RWTÜV)

The additional tests added by this approval report EB123.5E are indicated by the distinguishing symbol “. 5 ”.

3.1. Test vehicle data: see Appendix 3 of this approval report

3.2. Test surface information: see Appendix 2 of this approval report

3.3. Test results

3.3.1. Utilisation of adhesion: see Appendix 4-1 of this approval report

3.3.2. Energy consumption

3.3.2.1 Worst case axle load: see paragraph 2.7 of ID_TEBS.

3.3.2.2 Test results: see Appendix 4-2 of this approval report

3.3.3. Split-friction test: see Appendix 4-3 of this approval report

3.3.4. Low speed performance: see Appendix 4-4, paragraph 1 of this approval report

3.3.5. High speed performance: see Appendix 4-4, paragraph 2 of this approval report

3.3.6. Additional checks

3.3.6.1 Transition from high to

low-adhesion surfaces: see Appendix 4-4, paragraph 3 of this approval report

3.3.6.2 Transition from low to

high-adhesion surfaces: see Appendix 4-4, paragraph 4 of this approval report


Manufacturer: WABCO


EB123_5E_KBA.DOC

3.3.7 System safety assessment/ failure mode simulation: The assessment and simulation was carried out following

the procedure defined within annex 18 to ECE-Regulation No. 13. The results from this assessment are reported in RWTÜV “Electronic Function & Safety Assessment Test Report” No. EB 124.1E.

3.3.8. Functional checks of optional power connections: A failure of the ISO 7638 power supply was simulated by

disconnecting the connector. In this case the anti-lock braking function and load dependent pressure control re-mains operational when the system is wired to the stop lamp supply of either the ISO 1185 or ISO 12098 connec-tions. This mode of operation is intended to enhance the failure modes of the braking system in the event of a failure of the ISO 7638 power supply occurs in service and is not a means of powering the braking system when no power supply failure exists (see also paragraph 2.3 of this report and paragraphs 1.5.1 c) and 3.4 of ID_TEBS).

3.3.9 Electromagnetic compatibility: The system has been tested and verified to conform to the requirements of Directive 72/245/EEC as last amended by Directive 95/54/EC * . A copy of the approval report is in-cluded in ID_TEBS (see paragraph 3.6 and Appendix 6 of that document). * Note: This approval does not make reference to ECE-Regula-

tion 10, however, the performance requirements of this Regulation are identical to those defined within the EC Directive. Therefore compliance with ECE-Regulation 10 is assured.

3.3.10 ADR regulations: Within the test procedure according to Annex XIV and Annex 19 resp. no assessment was performed against ADR (Regulation governing Road Transport of Hazardous Goods). For information, see WABCO statement in the Manufacturer’s Information Document, paragraph 3.4.


Manufacturer: WABCO


EB123_5E_KBA.DOC

4. Limitations of installation 4.1. Tyre to exciter relationship: The relationship of tyre circumference to the resolution of

the exciter is defined in ID_TEBS, paragraph 2.3.

4.2. Tyre size tolerance: The permissible tolerance on tyre circumference between one axle and another fitted with the same exciter is defined in ID_TEBS, paragraph 2.4, see also Appendix 5, paragraph 1 to this approval report.

4.3. Suspension type: System performance was verified on trailers with balanced pneumatic and mechanical suspensions. Paragraph 2.5 and Appendix 2 of ID_TEBS defines approved suspensions for the purpose of the application of this approval.

In the case semi-trailers the measured braking perform-ances refer to vehicle combinations where the coupling heights (fifth wheel) of the tractor and trailer where of a similar height, thus leading to equal static loads among the trailer axles (no or almost no longitudinal inclination of the trailer chassis).

4.4. Differential(s) in brake input

torque within a trailer bogie: - permissible on 2S/2M system configurations

- not permissible on 4S/3M system configurations

see also paragraph 2.6 of ID_TEBS and and Appen-dix 5, paragraph 2 to this approval report

4.5. Wheel base of full trailer

4.5.1 Two axle full trailers: The wheel base is defined as the distance between centre line of axle 1 and the centre line of axle 2. The minimum approved wheel base being 3000 mm.

4.5.2 Three axle full trailers: The wheel base is defined as the distance between centre line of axle 1 and the centre between the wheels of axles 2 and 3. The minimum approved wheel base being 3755 mm.

4.6. Brake type: The anti-lock system configurations covered by this ap-proval are deemed to be satisfactory for trailers equipped with either air operated drum or disc brakes.


Manufacturer: WABCO


EB123_5E_KBA.DOC

4.7. Tube sizes and lengths: see paragraph 3.5 of ID_TEBS and Appendix 5, para-graph 2 to this approval report Note: The use of the tube sizes recommended does not

guarantee that the prescribed brake system response time can be fulfilled, therefore it shall be demonstrated that this requirement is fulfilled for each installation.

4.8. Load sensing device application: not applicable (LSV function - see paragraph 1.5.1.1.2 of ID_TEBS)

4.9. Warning signal sequence: All configurations have the option of two discrete warning signal sequences - see paragraph 3.4 of ID_TEBS - both of which fulfil the prescribed requirements of Directive 71/320/EEC and ECE-Regulation No. 13.

4.10 Other recommendations/limi-

tations

4.10.1 Installation limitations: For approved installation options with respect to sen-sor/modulator locations and recommendations for the use of lifting and steering axles see Appendix 1 of ID_TEBS. Note: This report does not cover an assessment of the reaction

of the available steering systems to the anti-lock braking control of the “Trailer EBS”.

5. Date of test: 1997 - 1999 - 2002 - 2004

The tests have been carried out and the results reported in accordance with annex 19 to ECE Regulation No. 13 as last amended by the 09 series of amendments including Supplement 8 and Annex XIV of Directive 71/320/EEC as last amended by Directive 2002/78/EC.

6 Appendices

Appendix 1 Abbreviations & Codes

Appendix 2 Test track data

Appendix 3 Test vehicle data

Appendix 4 Test results

Appendix 4-1 Utilisation of adhesion

Appendix 4-2 Energy consumption

Appendix 4-3 Split-friction test

Appendix 4-4 Additional checks

Appendix 5 Further test results


Manufacturer: WABCO

ABS-System: Trailer EBS page 1 0 / 1 0

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Appendix 6 Safety assessment

7 Annex Annex Manufacturer’s Information Document - ID_EBS123.5E

of 01.09.2004

LABORATORY FOR VEHICLE TECHNOLOGY Technical Service for Braking Systems Essen, 03r d September 2004 TDB/Gaupp Order-No. 206 345 20

Dipl.- Ing. Gaupp

Approval Authority

Trailer EBS D p a g e 1 / 2 Appendix 1

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Appendix 1 - Abbreviat ions & Codes

.5 Distinguishing symbols to denote tests carried out with the test vehicles used for the additional tests carried out for this System Approval Report EB123.5E (see also the notes under section “0 General”)

.4C Distinguishing symbols to denote tests carried out with the previous original ECU software “C” (covered by the RWTÜV System Approval Reports EB123.0E up to amendment “3” of RWTÜV System Approval Report EB123.3E.

.4D Distinguishing symbols to denote tests carried out with ECU software version “D”(RWTÜV System Approval Report EB123.4E).

A14 Energy consumption tests according to the procedure defined within annex XIV of Directive 71/320/EEC

A19 Energy consumption tests according to the procedure defined within annex 19 of ECE-Regulation No. 13

“ABS” measurement of “z” with the anti-lock braking system in operation

BC brake cylinder

E wheel base

ER distance between king-pin and centre of axle or axles of semi-trailer.

ε the adhesion utilised by the vehicle: quotient of the maximum braking rate with the anti-lock braking system operative (zAL) and the coefficient of adhesion (k)

f f = zRALH / zRALL

hR height of centre of gravity of trailer

hD height of drawbar (hinge point on trailer)

hK height of fifth wheel coupling (king pin)

ID_TEBS Manufacturer’s Information Document of the Trailer EBS D system

INR indirectly control

INSR indirectly sidewise control

IR individual control

k coefficient of adhesion between tyre and road

“K” measurement of “k” with the anti-lock braking system inoperative between 40 km/h and 20 km/h

lT brake lever length in mm

LSV load sensing valve (LSV function: load-dependent brake force control)

MAR modified axle control

MSR modified sidewise control


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ne number of equivalent static brake applications

PA mass of the trailer

Pf mass of the front axle of the full trailer

PM mass of the motor vehicle (including imposed king pin load if applicable)

PMd total normal static reaction of road surface on the unbraked and driven axles of the motor vehicle

PMnd total normal static reaction of road surface on the unbraked and non-driven axles of the motor vehicle

p0 initial pressure in the air reservoir

p15s pressure after 15 s

p5 air reservoir pressure after 5th static brake application

p5+20% in the case of disc brakes: air reservoir pressure after 5th static brake application with a 20 % increase in delivery volume; see paragraph 2.5.2 of this approval report)

Pr static reaction of the road of the rear axle of the full trailer

PR total normal static reaction of road surface on all wheels of the trailer

PRnd-kf static reaction of the road surface of the unbraked axles of the full trailer during the determination of k for a front axle

PRnd-kr static reaction of the road surface of the unbraked axles of the full trailer during the determination of k for a rear axle

R ratio of kpeak to klock.(according to Appendix 4 of Directive 98/12/EC)

TCE Trailer Central Electronic

V0 capacity of the braking system air reservoir(s) in litres

sT brake chamber push rod travel in mm t z R A L deceleration time for the calculation for zR

T16 - T18 type of brake cylinder (disc brake)

z braking rate

zR braking rate z of the trailer with the anti-lock braking system inoperative

zRAL braking rate z of the trailer with the anti-lock braking system operative

zRALH zRAL on the surface with the high coefficient of adhesion

zRALL zRAL on the surface with the low coefficient of adhesion

zRALS zRAL on the split surface


EB123_5E_KBA.DOC

Appendix 2 - Test t rack data

1 Test surface information 1.1 Road surface with high adhesion: dry asphalt

This surface was used for the purposes of all tests with the exception of split friction and surface transition tests.

dry or wet asphalt

This surfaces were used for the purposes of split friction tests.

wet/damp asphalt

This surface was used for the purposes of the surface transition tests.

1.2 Road surface with low adhesion: wet blue basalt

The characteristics of the wet basalt surface were obtained in accordance with the requirements defined in Directive 71/320/EEC and ECE-Regulation No. 13 as follows:

The relationship of surface adhesion against wheel slip for the full adhesion curve was determined with a passenger car measuring wheel. The ratio R (kpeak/klock) obtained was 1,8.

The ratio R = kpeak/klock for a commercial vehicle tyre was established using a value of kpeak determined according to the procedure as defined in Appendix 2 to Annex X to Directive 71/320/EEC and Annex 13 to ECE-Regulation No. 13 respectively.

Several tests with different commercial vehicles (in the “laden” and “unladen” state) and with different tyres showed R values between 1,02 and 1,37.


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Appendix 3 - Test vehicle data 1 Vehicle data

To distinguish the different test vehicles the following symbols are used for the various tables below:

“.5” trailers which were used for the tests of amendment 5 of the RWTÜV System Approval Report EB123.5E.

“.4” trailers which were used for the tests of amendment 4 of the RWTÜV System Approval Report EB123.4E.

“.3” trailers which were used for the tests carried out with the original ECU software “C” (covered by the RWTÜV System Approval Reports EB123.0E up to amendment “3” EB123.3E).

1.1 General Table “Overview test vehicles “.5”

Ref. Manufacturer Type Susp. Brake Brake-man. BC/ lT [mm]

S11.5 Benalu one axle semi-trailer (front & rear axle lifted) air disc WABCO 2 x 1 6 ” / 8 6

S12.5 Benalu two axle semi-trailer (front axle lifted) air disc WABCO 4 x 1 6 ” / 8 6

S13.5 Benalu three axle semi-trailer air disc WABCO 6 x 1 6 ” / 8 6

S21.5 Kögel one axle semi-trailer (1st & 3rd axle - wheels

removed) leaf drum BPW 2 x 2 0 ” / 1 5 0

S22.5 Kögel two axle semi-trailer

(3rd axle - wheels removed)

leaf drum BPW 4 x 2 0 ” / 1 5 0

S23.5 Kögel three axle semi-trailer leaf drum BPW 6 x 2 0 “ / 1 5 0

F41.5 Sommer “converted semi-trailer”

(first axle unbraked - used only as a dolly

axle, second axle lifted)

air disc WABCO 2 x 2 0 ” / 6 9

F42.5 ≡ F42L.5

Sommer two axle full trailer

(2nd axle lifted) air disc WABCO

2 x 2 4 ” / 6 9 2 x 2 0 ” / 6 9

F42K.5 Sommer two axle full trailer

(3nd axle lifted) air disc WABCO

2 x 2 4 ” / 6 9 2 x 2 0 ” / 6 9

F43.5 Sommer three axle full trailer air disc WABCO 2 x 2 4 ” / 6 9 4 x 2 0 ” / 6 9


EB123_5E_KBA.DOC

Table “Overview test vehicles “.4”

No. of axles Type Manufact. Suspens. Brake

B1.4 1 semi-trailer Benalu air disc



R1.4 1 semi-trailer Renders air drum



DG.4 2 full trailer Schmitz Gotha air disc

DS.4 2 full trailer Schmitz air drum

Table “Overview test vehicles “.3”

Type Manufacturer Suspension Brake

B1 semi-trailer Benalu air disc



D2 full trailer Krone leaf spring* drum

D3 full trailer Kässbohrer air drum

F2 full trailer Kässbohrer air drum

F3 full trailer Kässbohrer air drum

F4 full trailer Kögel air drum

K1 semi-trailer Kögel air disc



EB123_5E_KBA.DOC

Type Manufacturer Suspension Brake


K6 semi-trailer Krone air disc

R1 semi-trailer Renders air drum



S1 semi-trailer Schmitz air disc



* leaf spring: air suspension simulated during test


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1.2 Weights and dimensions (“K” and “ABS” measurements) The tables below define the fixed parameters of the trailers used for the purpose of this ap-proval.

Table “Weights and dimensions of test vehicles “.5”

Semi-trailer S21 S22 S23

Number of Axles 1 2 3

PM [kg] 9680 9680 9680

PMnd [kg] 5550 5550 5550

PMd [kg] 4130 4130 4130

P (Tra i l e r ) [kg] 7950 8170 8390

PR [kg] 5300 6490 6180

hR mm] 1050 1050 1050

hK [mm] 1270 1270 1270

ER [mm] 8000 7340 8000

Full trailer F42_K F43

Number of Axles 2 3

axle l i f ted 3 n d -

PM [kg] 10080 10080

PMnd [kg] 7080 7080

PMd [kg] 3000 3000

P (Tra i l e r ) [kg] 5220 5200

PR [kg] 5220 5200

Pf [kg] 2110 2770

Pr [kg] 3110 2430

PRnd-kf [kg] 3110 2430

PRnd-kr [kg] 2110 2770

hR mm] 1050 1050

hD [mm] 880 880


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Full trailer F42_K F43

E [mm] 3000 3755


Full trailer D G . 4 D S . 4

u n l a d e n “K“ & “ABS” “K“ & “ABS” no of axles 2 2

PM [kg] 9850 9840

PMnd [kg] 5560 5160

PMd [kg] 4290 4680

PA ≡ PR [kg] 5620 5850

PRnd-kVA [kg] 2810 2900

PRnd-kHA [kg] 2810 2950

Pf [kg] 2810 2950

Pr [kg] 2810 2900

hR [mm] 1200 1200

hD/hK [mm] 900 850

E [mm] 5130 4740


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Semi-trailer

B 1 . 4 B 1 . 4 B 2 . 4 B 3 . 4 R 1 . 4 R 1 . 4 R 2 . 4 R 3 . 4

u n l a d e n “k“ “ABS“ “ABS“ “ABS“ “K“ “ABS“ “ABS“ “ABS“

no. of axles 1 1 2 3 1 1 2 3

PM [kg] 9860 9860 10420 9860 9840 9840 9460 9060

PMnd [kg] 5680 5680 5820 5680 5430 5430 5310 5400

PMd [kg] 4180 4180 4600 4180 4410 4410 4150 3660

PA [kg] 6940 6940 6940 6940 7820 7820 7820 7820

PR [kg] 5280 5280 4720 5280 5040 5040 5420 5820

hR [mm] 1480 1480 1480 1480 1300 1300 1300 1300

hK [mm] 1280 1280 1280 1280 1250 1250 1250 1250

ER [mm] 5580 5580 6210 5550 9400 9400 8740 8080


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Full trailer D 2 D 3 F 2 F 3 F 4

u n l a d e n “K“ & “ABS” “ABS“ “K“ & “ABS” “ABS“ “K“ & “ABS” no of axles 2 3 2 3 2

PM [kg] 5900 12480 12680 12680 12630

PMnd [kg] 3200 4860 5000 5000 4860

PMd [kg] 2700 7620 7680 7680 7770

PA [kg] 4500 6340 6340 6340 4450

PR [kg] 4500 6340 6340 6340 4450

PRnd-kVA [kg] 2060 - 4650 - 2410

PRnd-kHA [kg] 2440 - 1690 - 2040

Pf [kg] 2440 2260 1690 2310 2040

Pr [kg] 2060 4080 4650 4030 2410

hR [mm] 900 1000 1100 1100 1100

hD/hK [mm] 800 870 900 900 860

E [mm] 4670 5030 4340 5030 3470

Semi-trailer K 1 K 1 K 2 K 3 K 6 S 1 S 1 S 2 S 3

u n l a d e n “K“ “ABS“ “ABS“ “ABS“ “ABS“ “K“ “ABS“ “ABS“ “ABS“

no. of axles 1 1 2 3 3 1 1 2 3

PM [kg] 8980 8980 8420 8980 8980 9800 9800 9940 9440

PMnd [kg] 4740 4740 4200 4740 4870 5530 5530 5550 5470

PMd [kg] 4240 4240 4220 4240 4110 4270 4270 4390 3970

PA [kg] 6320 6320 6320 6320 7020 8240 8240 8240 8240

PR [kg] 5920 5920 6420 5920 5440 5940 5940 5800 6300

hR [mm] 1050 1050 1050 1050 1200 1200 1200 1200 1200

hK [mm] 1270 1270 1270 1270 1300 1210 1210 1210 1210

ER [mm] 8000 8000 7340 8000 7700 7600 7600 8255 7600


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Semi-trailer B 1 B 1 B 2 B 3 R 1 R 1 R 2 R 3

u n l a d e n “k“ “ABS“ “ABS“ “ABS“ “K“ “ABS“ “ABS“ “ABS“

no. of axles 1 1 2 3 1 1 2 3

PM_solo [kg] 7620 7620 7620 7620 8400 8400 8400 8400

PM [kg] 9060 9060 9280 9060 11280 11280 10180 10180

PMnd [kg] 5120 5120 5160 5120 5960 5960 5640 5640

PMd [kg] 3940 3940 4120 3940 5320 5320 4540 4540

PA [kg] 5920 5920 5920 5920 7400 7400 7400 7400

PR [kg] 4580 4580 4360 4580 4580 4580 5680 5680

hR [mm] 1,48 1,48 1,48 1,48 1,30 1,30 1,30 1,30

hK [mm] 1,28 1,28 1,28 1,28 1,25 1,25 1,25 1,25

ER [mm] 5,55 5,55 6,21 5,55 9,37 9,37 8,05 8,05

1.3 Weights (energy consumption tests)

Table “Overview worst case loading - test vehicles “.5”

EEC-worst case loading S41 S12 S13 S22 S23 F42L F42K F43

P = PA [kg] (6790) * 8860 12960 9360 12690 6800 6970 10600

PR [kg] 6790 6950 10570 6570 10490 6800 6970 10600

PR1 [kg] (3290) * - 3440 - 3610 3310 3430 3650

PR2 [kg] - 3440 3520 2300 3390 - 3540 3500

PR3 [kg] 3500 3510 3610 4270 3490 3490 - 3450

* First axle used only as an unbraked dolly axle to simulate a one axle semi-trailer


EB123_5E_KBA.DOC


Worst case

loading

DG.4 DS.4 B1.4 B2.4 B3.4 R1.4 R2.4 R3.4

PA [kg] 7960 7640 6940 8850 12530 7820 10110 12020

PR [kg] 7960 7640 5280 6810 10200 5040 7700 10030

PR1 [kg] 4010 3830

PR2 [kg] 3950 3810


Worst case

loading

D 2 D 3 B 1 B 2 B 3 K 2 K 3 R 1 R 2 R 3

PA [kg] 6940 10280 5920 9240 12340 9200 10320 7400 10240 12210

PR [kg] 6940 10280 4580 6130 10800 6940 10080 5680 8140 10120

PR1 [kg] 3340 3680

PR2 [kg] 3600 -

PR23 [kg] - 6600


EB123_5E_KBA.DOC

Appendix 4 - Test results

1 Locations and identification of sensors on test vehicles

The following table provides codification examples of the locations and identification of sensors on test vehicles

Notes

„ X “ a n d “ S ” denote that no sensor is fitted on given axle

“ H ” - “ Z ” - “ L ” ⇐ see explanation in the “Note” below

System configuration _S number of sensors (of

directly controlled wheels)

_M number of pressure mo-dulators

Sensing-identifiersensor reference and

position within the bo-gie

Sensors Modulators

2S/2M HX

Axle 1: sensors c, d (IR-controlled axle)

Axle 2: not sensed (INR-controlled axle)

The trailer modu-lator controls the left and right side

separately

2S/2M+SLV XHS



Axle 3: not sensed (SL-controlled axle)


of axle 2 separately

Axle “S” indirectly controlled by using a select-low valve

4S/2M ZH

Axle 1: sensors e, f (MSR-controlled axle)

Axle 2: sensors c, d (MSR-controlled axle)


separately

4S/2M+1M XHL



Axle 3: sensors e, f (MAR-controlled axle)

At the first and second axle the

trailer modulator controls the left and right side

separately.

At the third axle the ABS-relay

valve controls the complete axle.


EB123_5E_KBA.DOC

Notes „ X “ a n d “ S ” denote that no sensor is fitted on given axle

“ H ” - “ Z ” - “ L ” ⇐ see explanation in the “Note” below

System configuration _S number of sensors (of

directly controlled wheels)

_M number of pressure mo-dulators

Sensing-identifiersensor reference and

position within the bo-gie

Sensors Modulators

4S/3M

semi-trailer LXH


Axle 2 : not sensed (INR-controlled axle)


At the first axle the ABS-relay valve controls the com-

plete axle.

At the second and third axle the

trailer modulator controls the left and right side

separately.

4S/3M

full trailer HL



At the first axle the trailer modulator controls the left and right side

separately.

At the second axle the ABS-relay

valve controls the complete axle.

N o t e :

“H” means sensors “c” and “d” ( IR-control led axle)

“Z” means sensors “e” and “f” (MSR-control led axle)

“L” means sensors “e” and “f” (MAR-control led axle)

“S” means an axle indirectly control led by using a select- low valve


EB123_5E_KBA.DOC

2 Test Schedule The following table defines test schedules by system configuration and trailer types that were considered appropriate for the purpose of an Annex XIV approval.

S e m i - & c e n -

t r e a x l e t r a i l e r

1 axle 2 axles 2 axles 3 axles 3 axles 3 axles 3 axles 3 axles

2S/2M H H X X H X H X X X H

2S/2M+SLV H S S H X X H S

4S/2M H Z Z H X H Z Z H X X Z H H Z X Z X H

4S/3M H L L H X H L L H X L X H H X L

4S/2M+1M X H L L H X L X H H X L

F u l l t r a i l e r

4S/3M L H H L L X H L H X

Note: Meaning of the figure see paragraph 3 below.

3 Worst case cross referencing

The 4S/2M+1M-system has the same performance as the 4S/3M-system with corresponding configuration.

Trailer EBS D p a g e 1 / 4 Appendix 4 -1

EB123_5E_KBA.DOC

Appendix 4-1 - Ut i l isat ion of adhesion

1 S e m i - t r a i l e r 1.1 Semi-trailer “.5”

Trailer System Configuration sensing-identifier No. of axles

k R ε

2S/2M H X 2 0,841 0,80 S22

2S/2M X H 2 0,841 0,81

2S/2M X H X 3 0,841 0,85

2S/2M X H X * 3 0,841 0,80

4S/2M X H Z 3 0,841 0,84 S23

4S/2M H X L 3 0,841 0,86

Note: Tests marked with an * were carried out with a reduction in the brake lever length on axle „1“.

1.2 Semi-trailer “.4”

With the test trailers “.4” comparative measurements were carried out with the previous Trailer EBS software version “C” and the new version “D”.

The following comparative measurements with the original ECU software version “C” (covered by the RWTÜV System Approval Reports EB123.0E up to amendment “3” EB123.3E) have a smaller type face than the test results with the new upgraded software version “D”.

Trailer Test ref. Configuration No. of axles

kR ε

B1 B1.4D 2S/2M_H 1 0,811 0,79 B1 B1.4C 2S/2M_H 1 0,811 0,80

R1 R1.4D 2S/2M_H 1 0,816 0,84 R1 R1.4C 2S/2M_H 1 0,816 0,77

B2 B2.4D 2S/2M_HX 2 0,811 0,92 B2 B2.4C 2S/2M_HX 2 0,811 0,86

B2 B2.4D 2S/2M+SLV_HS 2 0,811 0,91 B2 B2.4D 4S/2M_HZ 2 0,811 0,91 B2 B2.4C 4S/2M_HZ 2 0,811 0,82


EB123_5E_KBA.DOC


kR ε

B2 B2.4D 4S/3M_HL 2 0,811 0,81 B2 B2.4C 4S/3M_HL 2 0,811 0,87

R2 R2.4D 2S/2M_XH 2 0,816 0,80 R2 R2.4C 2S/2M_XH 2 0,816 0,80

R2 R2.4D 4S/2M_ZH 2 0,816 0,88 R2 R2.4C 4S/2M_ZH 2 0,816 0,84

R2 R2.4D 4S/3M_LH 2 0,816 0,91 R2 R2.4C 4S/3M_LH 2 0,816 0,85

B3 B3.4D 2S/2M_XHX 3 0,811 0,91 B3 B3.4C 2S/2M_XHX 3 0,811 0,83

B3 B3.4D 2S/2M+SLV_XHS 3 0,811 0,86 B3 B3.4D 2S/2M+SLV_SHX 3 0,811 0,83 B3 B3.4D 4S/2M_XHZ 3 0,811 0,81 B3 B3.4C 4S/2M_XHZ 3 0,811 0,82

B3 B3.4D 4S/2M_XZH 3 0,811 0,82 B3 B3.4C 4S/2M_XZH 3 0,811 0,79

B3 B3.4D 4S/2M_ZXH 3 0,811 0,87 B3 B3.4C 4S/2M_ZXH 3 0,811 0,82

B3 B3.4D 4S/3M_XHL 3 0,811 0,84 B3 B3.4C 4S/3M_XHL 3 0,811 0,81

B3 B3.4D 4S/3M_LXH 3 0,811 0,79 B3 B3.4C 4S/3M_LXH 3 0,811 0,88

R3 R3.4D 2S/2M_XXH 3 0,816 0,88 R3 R3.4C 2S/2M_XXH 3 0,816 0,80

R3 R3.4D 4S/2M_ZHX 3 0,816 0,87 R3 R3.4C 4S/2M_ZHX 3 0,816 0,86

R3 R3.4D 4S/2M_HZX 3 0,816 0,92 R3 R3.4C 4S/2M_HZX 3 0,816 0,86

R3 R3.4D 4S/3M_LHX 3 0,816 0,88 R3 R3.4C 4S/3M_LHX 3 0,816 0,80

R3 R3.4D 4S/3M_HXL 3 0,816 0,93 R3 R3.4C 4S/3M_HXL 3 0,816 0,86


EB123_5E_KBA.DOC

1.3 Semi-trailer “.3”


kR ε

S1 SA4 2S/2M_H 1 0,770 0,76

S2 SA4 2S/2M_HX 2 0,770 0,81 S2 SA4 4S/2M_HZ 2 0,770 0,80 K2 K2_02 4S/2M_ZH 2 0,737 0,88 R2 SA2 4S/3M_HL 2 0,716 0,99 K2 K2_03 4S/3M_LH 2 0,737 0,89

S3 SA4 2S/2M_XHX 3 0,770 0,77 K3 K3_01 2S/2M_XHX 3 0,730 0,84 K3 K3_02 4S/2M_ZHX 3 0,730 0,81 K3 K3_02 4S/2M_XZH 3 0,730 0,80 K3 K3_02 4S/2M_HZX 3 0,730 0,81 K3 K3_02 4S/2M_ZXH 3 0,730 0,78 S3 SA4 4S/2M_XHZ 3 0,770 0,78 K3 K3_03 4S/3M_XHL 3 0,730 0,86 K3 K3_03 4S/3M_LHX 3 0,730 0,87 R3 SA2 4S/3M_HXL 3 0,716 0,95

2 F u l l t r a i l e r

2.1 Full trailer “.5”

Trailer System Con-figuration

sensing-identifier

No. of axles

k f k r k R ε

4S/3M L H 3 0,702 0,779 0,741 0,89 F42_K

4S/3M H L 3 0,702 0,779 0,742 0,85

4S/3M L X H 3 0,702 0,779 0,733 0,86 F43

4S/3M L H X 3 0,702 0,779 0,733 0,84


EB123_5E_KBA.DOC



kf kr kR ε

DG DG.4D 4S/3M_LH 2 0,725 0,853 0,782 0,81 DG DG.4C 4S/3M_LH 2 0,725 0,853 0,782 0,81

DS DS.4D 4S/3M_HL 2 0,655 0,624 0,641 0,91 DS DS.4C 4S/3M_HL 2 0,655 0,624 0,641 0,96



kf kr kR ε

D2 D2_01 4S/3M_LH 2 0,702 0,713 0,706 0,88

F3 DA3 4S/3M_LXH 2 0,814 0,714 0,761 0,96

F4 F4 4S/3M_LH 2 0,617 0,458 0,538 0,94

F4 F4 4S/3M_HL 2 0,617 0,458 0,538 0,98


EB123_5E_KBA.DOC

Appendix 4-2 - Energy consumption

1 Test trailers “.5”

Note: The energy consumption tests of the following table were all carried out with the “EEC worst case loading” (see table “Weights (energy consumption tests)” in paragraph 1.3 of Appendix 3 of this report. Comparative tests with the prescribed lower ECE axle loads were carried out with each type of trailer (covering a l l different configurations, types of brakes and suspensions). All comparative tests (EEC / ECE axle loading) have shown that the energy consumption with the ECE axle loads were less or equal than the he energy consumption with the “EEC worst case loading”. The “worst case” energy consumption test results of the following table were taken also for the energy consumption test results according to Annex 19 of ECE-Regulation No. 13.

Trailer Test System Config.

sens.-identif.

No. of axles

V0 [l]

p0

bar

p15s

bar

p5

bar

ne _ E C

ner_ECE ner_ECE

p5_EC

+20%

bar

ne_EC

+20% Rl R1

A14 2S/2M H 1 100 8,0 5,05 3,78 8 ,7 11 3,65 9,2 disc S41

A19 2S/2M H 1 40 8,0 5,45 4,00 7 ,8 10 3,91 8,46 disc

A14 2S/2M H X 2 5,65 4,10 9 ,0 11 3,95 9,75 disc S12

A19 2S/2M H X 2 80 8,0 5,65 4,10 9 ,0 11 3,95 9,75 disc

A14 2S/2M X H X 3 80 8,0 4,75 3,37 9 ,7 12 3,03 11,83 disc S13

A19 2S/2M X H X 3 80 8,0 4,75 3,37 9 ,7 12 3,03 11,83 disc

A14 2S/2M H X 2 80 8,0 5,4 3,93 9 ,9 12 - - 0,2 S22

A19 2S/2M H X 2 80 8,0 5,5 9 ,6 12 - - 0,2

A14 2S/2M X H 2 80 8,0 5,35 3,90 10 12 - - 0,2 S22

A19 2S/2M X H 2 80 8,0 5,55 4,03 9 ,5 12 - - 0,2

A14 2S/2M X X H 3 80 8,0 4,65 3,20 10 ,8 13 - - 0,2 S23

A19 2S/2M X X H 3 80 8,0 4,75 3,25 10 ,5 13 - - 0,2

A14 2S/2M +SLV X H S 3 80 8,0 4,90 3,38 9 ,4 12 3,10 11,33 disc

S13 A19 2S/2M

+SLV X H S 3 80 8,0 5,30 3,53 8 ,6 11 3,33 10,08 disc

A14 4S/2M H Z 2 80 8,0 5,6 4,06 9 ,4 12 - - 0,2 S22

A19 4S/2M H Z 2 80 8,0 5,9 4,23 8 ,7 11 - - 0,2

A14 4S/2M X H Z 3 80 8,0 4,65 3,36 9 ,9 12 2,98 12,1 disc


EB123_5E_KBA.DOC

Trailer Test System Config.

sens.-identif.

No. of axles

V0 [l]

p0

bar

p15s

bar

p5

bar

ne _ E C

ner_ECE ner_ECE

p5_EC

+20%

bar

ne_EC

+20% Rl R1

S13 A14 4S/2M X H Z 3 80 8,0 4,65 3,36 9 ,9 12 2,98 12,1 disc

S13 A19 4S/2M X H Z 3 80 8,0 4,85 3,38 9 ,5 12 3,08 11,50 disc

A14 4S/3M H L 2 80 8,0 5,8 4,29 9 ,3 12 4,0 10,5 disc S12

A19 4S/3M H L 2 80 8,0 5,9 4,35 9 11 4,05 10,3 disc

A14 4S/3M H X L 3 80 8,0 4,7 3,26 10 ,4 13 - - 0,2 S23

A19 4S/3M H X L 3 80 8,0 5,15 3,5 9 ,3 12 - - 0,2

A14 4S/3M L H 2 100 8,0 5,6 3,96 9 ,1 11 3,78 10,0 disc 42L

A19 4S/3M L H 2 100 8,0 5,6 3,96 9 ,1 11 3,78 10,0 disc

A14 4S/3M H L 2 100 8,0 5,4 3,87 9 ,6 12 3,69 10,33 disc 42K

A19 4S/3M H L 2 100 8,0 5,5 3,91 9 ,3 12 3,73 10,17 disc

F43 4S/3M L X H 3 100 8,0 4,7 3,04 9 ,4 12 2,74 10,81 disc F43

A19 4S/3M L X H 3 100 8,0 4,8 3,09 9 ,2 11 2,79 10,53 disc

A14 4S/3M L H X 3 100 8,0 4,85 3,12 9 ,1 11 2,82 10,39 disc F43

A19 4S/3M L H X 3 100 8,0 5,0 3,19 8 ,8 11 2,89 10,04 disc

A14 4S/3M H L 2 80 8,0 5,8 3,9 8 ,3 - - 0,2

A19 10* - - 0,2

* Calculated from the “worst case” energy consumption test result according to EC-Annex XIV

(see also note above).


EB123_5E_KBA.DOC


Trailer Test ref.

Configu-ration

No. of axles

V0

l p0

bar p15s

bar p5 bar

ne p5

+20% bar

ne

+20% BC brake

chamberR

DG DG.4D 4S/3M_LH 2 80 8,0 6,7 5,0 7,5 4,5 9,4 4 x 2 0 ” disc

DS DS.4D 4S/3M_HL 2 80 8,0 5,8 3,9 8,3 - - 2 x 3 0 ” 2 x 2 0 ” 0,2

B1 B1.4D 2S/2M_H 1 80 8,0 6,0 4,8 9,5 4,5 10,6 6 x 1 6 ” disc

RR1.4D 2S/2M_H 1 80 8,0 6,0 4,3 8,0 - - 6 x 2 4 ” 0,2

B2 B2.4D 2S/2M_HX 2 80 8,0 6,1 4,8 9,3 4,6 10,4 6 x 1 6 ” disc

B2 B2.4D 2S/2M+SLV

_HS 2 80 8,0 6,2 4,9 9,0 4,7 10,0 6 x 1 6 ” disc

B2 B2.4D 4S/2M_HZ 2 80 8,0 6,3 4,9 8,7 4,7 9,9 6 x 1 6 ” disc

B2 B2.4D 4S/3M_HL 2 80 8,0 6,1 4,8 9,6 4,5 11,2 6 x 1 6 ” disc

R2 R2.4D 2S/2M_XH 2 80 8,0 6,0 4,3 7,9 - - 6 x 2 4 ” 0,2

R2 R2.4D 4S/2M_ZH 2 80 8,0 5,8 4,2 8,4 - - 6 x 2 4 ” 0,2

R2 R2.4D 4S/3M_LH 2 80 8,0 5,6 4,0 8,8 - - 6 x 2 4 ” 0,2

B3 B3.4D 2S/2M_XHX 3 80 8,0 6,4 5,0 8,4 4,8 9,3 6 x 1 6 ” disc

B3 B3.4D 2S/2M+SLV _XHS 3 80 8,0 6,3 4,9 8,8 4,7 9,7 6 x 1 6 ” disc

B3 B3.4D 4S/2M_XHZ 3 80 8,0 5,9 4,7 9,8 4,4 11,0 6 x 1 6 ” disc

B3 B3.4D 4S/2M_XZH 3 80 8,0 6,3 4,9 8,8 4,7 9,7 6 x 1 6 ” disc

B3 B3.4D 4S/2M_ZXH 3 80 8,0 6,0 4,7 9,7 4,5 10,9 6 x 1 6 ” disc

B3 B3.4D 4S/3M_XHL 3 80 8,0 6,4 5,1 8,4 4,8 9,8 6 x 1 6 ” disc

B3 B3.4D 4S/3M_LXH 3 80 8,0 6,2 5,0 9,0 4,7 10,5 6 x 1 6 ” disc

R3 R3.4D 2S/2M_XXH 3 80 8,0 5,4 4,0 9,3 - - 6 x 2 4 ” 0,2

R3 R3.4D 4S/2M_ZHX 3 80 8,0 5,6 4,1 9,1 - - 6 x 2 4 ” 0,2

R3 R3.4D 4S/2M_HZX 3 80 8,0 5,8 4,2 8,3 - - 6 x 2 4 ” 0,2

R3 R3.4D 4S/3M_LHX 3 80 8,0 6,1 4,1 7,8 - - 6 x 2 4 ” 0,2

R3 R3.4D 4S/3M_HXL 3 80 8,0 6,2 4,1 7,5 - - 6 x 2 4 ” 0,2


EB123_5E_KBA.DOC

3 Test trailers “.3” Trailer Test

ref. Configuration No.

of axles

V0

l p0

bar p15s

bar p5 bar

ne BC brake

chamber

R

D2 D2_01 4S/3M_LH 2 80 8,0 4,6 3,3 12,5 4 x 1 6 ” 0,2

D3 D3_01 4S/3M_LXH 3 80 8,0 4,1 3,1 13 2 x 2 4 ” 4 x 1 6 ”

0,2

B1 B1_01 2S/2M_H 1 80 7,8 4,9 3,7 13,5 6 x T 18 disc R1 R1_01 2S/2M_H 1 80 8,0 4,4 3,4 15 6 x 2 4 ” 0,2

B2 B2_01 2S/2M_HX 2 80 7,8 4,3 3,3 16 6 x T 18 disc B2 B2_01 2S/2M_XH 2 80 8,0 4,5 3,4 16 6 x T 18 disc K2 K2_01 2S/2M_HX 2 80 8,0 4,9 3,4 15,5 6 x T 16 disc K2 K2_01 2S/2M_XH 2 80 8,0 4,8 3,3 16 6 x T 16 disc K2 K2_02 4S/2M_ZH 2 80 8,0 5,3 3,7 14 6 x T 16 disc K2 K2_02 4S/2M_HZ 2 80 8,0 4,9 3,4 15,5 6 x T 16 disc K2 K2_03 4S/3M_HL 2 80 8,0 4,9 3,4 15,5 6 x T 16 disc K2 K2_03 4S/3M_LH 2 80 8,0 4,4 3,0 17 6 x T 16 disc R2 R2_03 4S/3M_HL 2 80 8,0 4,5 3,3 14 6 x 24” 0,2

B3 B3_01 2S/2M_XHX 3 80 8,0 4,6 3,5 15,5 6 x T 1 8 disc B3 B3_01 2S/2M_XXH 3 80 8,0 4,6 3,5 15,5 6 x T 1 8 disc B3* B3_01 2S/2M_HXX 3 80 7,7 4,3 3,3 16 6 x T 1 8 disc

B3 B3_02 4S/2M_ZHX 3 80 8,0 4,9 3,7 13,5 6 x T 1 8 disc B3 B3_02 4S/2M_HZX 3 80 8,0 4,9 3,7 13,5 6 x T 1 8 disc B3 B3_02 4S/2M_XZH 3 80 8,0 4,8 3,6 14 6 x T 1 8 disc B3 B3_02 4S/2M_HZX 3 80 8,0 4,8 3,6 14 6 x T 1 8 disc B3 B3_02 4S/2M_ZXH 3 80 8,0 4,7 3,5 15 6 x T 1 8 disc K3 K3_03 4S/3M_LHX 3 80 8,0 4,6 3,5 15,5 6 x T 1 6 disc R3 R3_02 4S/2M_XHZ 3 80 8,0 4,1 3,1 16 6 x 2 4 ” 0,2 R3 R3_03 4S/3M_XHL 3 80 8,0 4,2 3,2 15 6 x 2 4 ” 0,2 R3 R3_03 4S/3M_HXL 3 80 8,0 4,3 3,2 15 6 x 2 4 ” 0,2

* not covered by the range of application according to paragraph 2.2 of this approval report


EB123_5E_KBA.DOC

Appendix 4-3 - Spl i t - f r ict ion test


Trailer System Con-figuration

Sensing-Identifier

No. of Axles

zRALH zRALL f zRALS zRALS_requ.

S22 2S/2M H X 2 0,447 0,119 3,7 0,296 0,171

S22 2S/2M X H 2 0,489 0,115 4,3 0,293 0,176

2S/2M X H X 3 0,431 0,108 4,0 0,267 0,153

2S/2M X H X * 3 0,400 0,101 4,0 0,252 0,151

4S/2M X H Z 3 0.422 0,106 3,9 0,262 0,151 S23

4S/3M H X L 3 0,727 0,127 5,7 0,229 0,214

F42_K 4S/3M H L 2 0,618 0,100 6,2 0,191 0,179

F43 4S/3M L H X 3 0,615 0,111 5,6 0,203 0,189

Road surface: wet blue basalt/ dry or damp asphalt

Test speed: 50 km/h

No inadmissible locking or inadmissible course deviation was observed during any of the above listed split-friction tests.

Ratio f = zRALH / zRALL


EB123_5E_KBA.DOC

1 Test trailers “.4” With the test trailers “.4” comparative measurements were carried out with the previous Trailer EBS software version “C” and the new version “D”.

The following comparative measurements with the original ECU software version “C” (covered by the RWTÜV System Approval Reports EB123.0E up to amendment “3” EB123.3E) have a smaller type face than the test results with the new upgraded software version “D”.

Trailer Test ref. Configuration Axle no.

zRALH zRALL zRALS zRALS_requ. f

DG DG.4D 4S/3M_LH 2 0,518 0,055 0,153 0,136 9,4 DG DG.4C 4S/3M_LH 2 0,483 0,067 0,179 0,139 7,2

DS DS.4D 4S/3M_HL 2 0,508 0,057 0,146 0,121 9,0 DS DS.4C 4S/3M_HL 2 0,527 0,067 0,196 0,124 7,8

B1 B1.4D 2S/2M_H 1 0,484 0,043 0,249 0,125 11,15B1 B1.4C 2S/2M_H 1 0,483 0,047 0,258 0,126 10,4

R1 R1.4D 2S/2M_H 1 0,518 0,044 0,256 0,123 11,8 R1 R1.4C 2S/2M_H 1 0,509 0,049 0,281 0,137 10,3

B2 B2.4D 2S/2M_HX 2 0,513 0,068 0,282 0,128 7,5 B2 B2.4C 2S/2M_HX 2 0,571 0,061 0,313 0,142 9,4

B2 B2.4D 2S/2M_SL_HS 2 0,488 0,045 0,172 0,109 10,9 B2 B2.4D 4S/2M_HZ 2 0,510 0,059 0,286 0,122 8,7 B2 B2.4C 4S/2M_HZ 2 0,542 0,064 0,304 0,146 8,5

R2 R2.4D 2S/2M_XH 2 0,495 0,047 0,270 0,128 10,5 R2 R2.4C 2S/2M_XH 2 0,482 0,055 0,274 0,133 8,7

R2 R2.4D 4S/3M_LH 2 0,544 0,047 0,162 0,121 11,5 R2 R2.4C 4S/3M_LH 2 0,535 0,057 0,170 0,135 9,4

B3 B3.4D 2S/2M_XHX 3 0,552 0,070 0,288 0,137 7,9 B3 B3.4C 2S/2M_XHX 3 0,576 0,065 0,317 0,151 8,9

B3 B3.4D 2S/2M_SL_XHS 3 0,505 0,049 0,201 0,123 10,2 B3 B3.4D 4S/2M_XHZ 3 0,495 0,058 0,263 0,127 8,5 B3 B3.4C 4S/2M_XHZ 3 0,514 0,071 0,296 0,146 7,285

B3 B3.4D 4S/2M_ZXH 3 0,568 0,064 0,280 0,144 8,9


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Trailer Test ref. Configuration Axle no.

zRALH zRALL zRALS zRALS_requ. f

B3 B3.4C 4S/2M_ZXH 3 0,537 0,074 0,309 0,152 7,3

B3 B3.4D 4S/3M_XHL 3 0,491 0,064 0,196 0,133 7,7 B3 B3.4C 4S/3M_XHL 3 0,522 0,067 0,214 0,146 7,8

B3 B3.4D 4S/3M_LXH 3 0,523 0,058 0,181 0,143 9,0 B3 B3.4C 4S/3M_LXH 3 0,563 0,060 0,217 0,137 9,4

R3 R3.4D 2S/2M_XXH 3 0,549 0,056 0,275 0,131 9,9 R3 R3.4C 2S/2M_SL_XXH 3 0,500 0,056 0,286 0,135 9,0

R3 R3.4D 4S/2M_HZX 3 0,582 0,075 0,300 0,144 7,7 R3 R3.4C 4S/2M_HZX 3 0,624 0,073 0,312 0,160 8,5

R3 R3.4D 4S/3M_LHX 3 0,568 0,074 0,206 0,147 7,7 R3 R3.4C 4S/3M_LHX 3 0,636 0,064 0,217 0,148 8,4

Road surface: wet steel/ wet asphalt

Test speed: 50 km/h




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Trailer Test ref. Configuration Axle no. zRALH zRALL zRALS zRALS_requ. f

D2 D2_01 4S/3M_LH 2 0,461 0,151 0,229 0,180 3,1

F3 DA3 4S/3M_LXH 3 0,543 0,130 0,266 0,166 4,2

F4 F4 4S/3M_LH 2 0,529 0,155 0,248 0,175 3,4

F4 F4 4S/3M_HL 2 0,506 0,154 0,233 0,179 3,3

S1 SA4 2S/2M_H 1 0,435 0,138 0,290 0,194 3,2

S2 SA4 2S/2M_HX 2 0,457 0,121 0,300 0,174 3,8

S2 SA4 4S/2M_HZ 2 0,485 0,109 0,274 0,172 4,5

K2 K2_02 4S/2M_ZH 2 0,460 0,121 0,279 0,162 3,8

R2 SA2 4S/3M_HL 2 0,535 0,127 0,257 0,158 4,2

K2 K2_03 4S/3M_LH 2 0,460 0,121 0,219 0,162 3,8

S3 SA4 2S/2M_XHX 3 0,480 0,118 0,329 0,185 4,1 K6* SA6 2S/2M_HXX 3 0,531 0,136 0,312 0,180 3,9

K3 K3_01 2S/2M_XHX 3 0,444 0,1279 0,289 0,171 3,5

K3 K3_02 4S/2M_ZHX 3 0,444 0,1279 0,269 0,176 3,5

K3 K3_02 4S/2M_XZH 3 0,444 0,1279 0,277 0,160 3,5

K3 K3_02 4S/2M_HZX 3 0,444 0,1279 0,285 0,135 3,5

K3 K3_02 4S/2M_ZXH 3 0,444 0,1279 0,257 0,165 3,5

S3 SA4 4S/2M_XHZ 3 0,531 0,119 0,336 0,191 4,5

K3 K3_03 4S/3M_XHL 3 0,444 0,1279 0,231 0,149 3,5

K3 K3_03 4S/3M_LHX 3 0,444 0,1279 0,221 0,146 3,5

R3 SA2 4S/3M_HXL 3 0,523 0,135 0,266 0,169 3,9

* not covered by the range of application according to paragraph 2.2 of this approval report Road surface: wet blue basalt/ wet asphalt

Test speed: 50 km/h




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Appendix 4-4 - Addit ional checks Test trailers “.3” and “.4”

1 Low speed performance

The tests described in Section 6.3.1 of Annex X to Directive 71/320/EEC were carried out on all unladen test trailers defined in Appendix 3 of this report with each anti-lock configuration. All tests were carried out on a dry asphalt surface from an initial speed of 40 km/h. When the brakes were suddenly actuated there was no locking of any directly controlled wheel at speeds v > 15 km/h or course deviation at any speed.

2 High speed performance

The tests described in Section 6.3.1 of Annex X to Directive 71/320/EEC were carried out on all the above defined unladen test trailers with each anti-lock configuration. All tests were carried out on a dry asphalt surface from an initial speed of 80 km/h. When the brakes were suddenly actuated there was no locking of any directly controlled wheel at speeds v > 15 km/h or course deviation at any speed.

3 Transition from high to low adhesion surfaces

Road surface: dry/damp asphalt / wet blue basalt Test speeds: 40 km/h and 80 km/h Observations: - no locking of any directly controlled wheel at v > 15 km/h

- vehicle stable with no deviation from the intended course - in all cases the anti-lock systems reacted rapidly to the change in tyre to

road surface adhesion 4 Transition from low to high adhesion surfaces

Road surface: wet blue basalt/ dry/damp asphalt Test speed: 50 km/h Observations: - no locking of any directly controlled wheel at v > 15 km/h

- vehicle stable with no deviation from the intended course - in all cases the anti-lock system reacted to the change in tyre to road sur-

face adhesion within a time of 0,4 s to 1,0 s


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Appendix 5 - Further test results

1 Tyre to exciter relationship (Basic ABS version “C”) Paragraph 4.1.4.2 of Annex XIV to Directive 71/320/EEC and paragraph 5.4.1.4.2 of annex 19 to ECE-Regulation No. 13 require that the functional checks defined in paragraph 6.3 of Annex X to Directive 71/320/EEC and of annex 13 to ECE-Regulation No. 13 be carried out with the extremes of tolerance of the recommended range of tyre size for a pole wheel with a given number of teeth.

The “Trailer EBS” takes into account the actual tyre rolling circumference and the number of ex-citer teeth (which are stored in the ECU prior to entry into service) of the individual trailer.

Thus only the inter-wheel variations of the rolling circumference of 6,5 % permitted by the manufacturer (see paragraph 2.4 of ID_TEBS) were assessed.

The following table contains the respective 40 to 20 km/h deceleration times for the optimum circumference variation of 0 % and the tolerances of ± 7 % ascertained on a high friction surface with the test trailer B3 (configuration 2S/2M_XHX).

Tyre rolling circumference 3200 mm 3425 mm 2975 mm

Circumference variation 0 % + 7 , 0 3 % - 7 , 0 3 %

Test order 1st measurement 2nd measurement 3rd measurement

Number of exciter teeth 100 100 100

2,78 s 2,95 s 2,86 s

2,90 s 2,83 s 2,84 s

3,00 s 2,81 s 2,97 s

40 to 20 km/h time (t)

2,98 s 2,76 s 2,70 s

average (t ime t) 2,91 s 2,84 s 2,84 s

deviation of t in % 0 % - 2,7 % - 2,5 %


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2 Differential(s) in brake input torque within a trailer bogie Within Appendices 4-1 and 4-3 of this report reference is made to tests carried out where the brake input torque was reduced on axle 1 to take account of dynamic load transfer within the bo-gie during braking.

3 Tube sizes and lengths

To assess the influence of the recommendations contained within ID_TEBS response tests were carried out with the delivery tubes specified. Anti-lock performance was then verified at the ex-tremes of tube size recommended.

3.1 Time measurement

The manufacturer’s Information Document states that the maximum length of tube for a directly and a indirectly controlled wheel shall be limited to 6 m. However in all cases the prescribed system response times must be fulfilled. To verify this statement it was considered appropriate to compare differences in system response and anti-lock performance relative to the tube length from the modulator to the brake chamber.

The following time measurements were obtained from a 3-axle full trailer represent the testing conditions of the ABS-performances specified in the table of paragraph 2.2 below. The tube lengths to either a directly controlled axle or indirectly controlled axles were increased according to the maximum tube length of 6,0 m as specified by the manufacturer in paragraph 3.5 of ID_TEBS.

Axle 1 Axle 2 Axle 3

Delivery tube lengths [∅i = 13 mm]: 5,4 m 2,2 m 3,9 m Response time: 0,42 0,34 0,35

Delivery tube lengths [∅i = 13 mm]: 6,0 m 6,0 m 6,0 m Response time: 0,43 0,40 0,40


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2.2 Anti-lock performance

The following test results were obtained from a three axle full trailer installed with a 4S/3M_LXH system where the tube lengths represented a “standard installation” and installations where the delivery tube lengths were increased to 3 and 6 m respectively.

F43_unl ⇒ unladen trailer weight: 3920 kg

F43_lad ⇒ laden trailer weight: 17110 kg

A B S p e r f o r m a n c e

t z R A L [s] axle 1 (directly controlled)

axle 2 (indirectly controlled)

axle 3 (directly controlled)

F 4 3 _ l a d standard tube length

2,37 2,38 2,26

Average 2,34

5,4 m 2,2 m 3,9 m

F 4 3 _ l a d increased tube length

2,41 2,26 2,46

Average 2,38

6,0 m 6,0 m 6,0 m

F 4 3 _ u n l standard tube length

5,08 5,24 5,18

Average 5,17

5,4 m 2,2 m 3,9 m

F 4 3 _ u n l increased tube length

4,79 4,88 4,86

Average 4,84

6,0 m 6,0 m 6,0 m

All comparison tests were carried out on a wet concrete surface.

The above tests with the various tube length variations show that the utilisation of adhesion times t z R A L are within a tolerance band of + 6,4% for the “unladen” and - 1,7% for the laden condition.

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