SIST EN 17344:2020
(Main)Agricultural machinery - Self-propelled agricultural and forestry vehicles - Requirements for braking
Agricultural machinery - Self-propelled agricultural and forestry vehicles - Requirements for braking
This document applies to wheeled and track-laying self-propelled agricultural and forestry vehicles. It specifies the definitions, construction and performance requirements and the means for verification of braking systems on vehicles with a maximum design speed not exceeding 60 km/h.
Following items are excluded from the scope of this standard:
• Coupling force control
• Endurance braking systems
• Anti-Lock Braking Systems and EBS
• Vacuum braking systems
• Safety related parts of complex electronic control systems
• Trailer Braking control systems
Landmaschinen - Selbstfahrende Arbeitsmaschinen - Anforderungen an Bremsanlagen
Dieses Dokument gilt für selbstfahrende Land- und Forstmaschinen auf Rädern und/oder Ketten bei der Nutzung auf öffentlichen Straßen. Das Dokument legt die Anforderungen an die Definitionen, die Konstruktion und die Leistung sowie die die Mittel zur Verifizierung von Bremseinrichtungen an Fahrzeugen mit einer maximalen Bemessungsgeschwindigkeit von nicht mehr als 60 km/h fest.
Die folgenden Elemente liegen nicht im Anwendungsbereich dieses Dokuments:
- Kupplungskraftsteuerung;
- Dauerbremseinrichtungen;
- Antiblockiersysteme und EBS;
- Bremseinrichtungen mit Vakuum-Bremskraftverstärker;
- sicherheitsbezogene Teile komplexer elektronischer Steuerungssysteme;
- Anhänger-Bremssteuerungssysteme.
Matériel agricole - Véhicules agricoles et forestiers automoteurs - Exigences en matière de freinage
Le présent document s’applique aux véhicules agricoles et forestiers automoteurs à roues et/ou à chenilles lorsqu’ils sont utilisés sur la voie publique. Il spécifie les définitions, les exigences de construction et d’efficacité ainsi que les moyens de vérification des systèmes de freinage sur les véhicules dont la vitesse maximale par construction ne dépasse pas 60 km/h.
Les éléments suivants sont exclus du domaine d’application du présent document :
- commande en fonction de la force sur l’attelage ;
- systèmes de freinage d’endurance ;
- systèmes de freinage antiblocage et EBS ;
- systèmes de freinage à dépression ;
- parties des systèmes complexes de commande électronique relatives à la sécurité ;
- systèmes de commande de freinage de remorque.
Kmetijski stroji - Kmetijska in gozdarska vozila z lastnim pogonom - Zahteve za zaviranje
General Information
Standards Content (Sample)
SLOVENSKI STANDARD
SIST EN 17344:2020
01-maj-2020
Kmetijski stroji - Kmetijska in gozdarska vozila z lastnim pogonom - Zahteve za
zaviranje
Agricultural machinery - Self-propelled agricultural and forestry vehicles - Requirements
for braking
Landmaschinen - Selbstfahrende Arbeitsmaschinen - Anforderungen an Bremsanlagen
Matériel agricole - Véhicules agricoles et forestiers automoteurs - Exigences en matière
de freinage
Ta slovenski standard je istoveten z: EN 17344:2020
ICS:
65.060.01 Kmetijski stroji in oprema na Agricultural machines and
splošno equipment in general
SIST EN 17344:2020 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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SIST EN 17344:2020
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SIST EN 17344:2020
EN 17344
EUROPEAN STANDARD
NORME EUROPÉENNE
March 2020
EUROPÄISCHE NORM
ICS 65.060.01
English Version
Agricultural machinery - Self-propelled agricultural and
forestry vehicles - Requirements for braking
Matériel agricole - Véhicules agricoles et forestiers Landmaschinen - Selbstfahrende Arbeitsmaschinen -
automoteurs - Exigences en matière de freinage Anforderungen an Bremsanlagen
This European Standard was approved by CEN on 27 October 2019.
CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this
European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references
concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN
member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by
translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management
Centre has the same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and
United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2020 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 17344:2020 E
worldwide for CEN national Members.
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SIST EN 17344:2020
EN 17344:2020 (E)
Contents Page
European foreword . 3
Introduction . 4
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 5
4 Construction requirements . 10
5 Requirements regarding brake testing and performance . 19
Annex A (normative) Category of energy sources . 26
A.1 Pneumatic braking system . 26
A.2 Hydraulic braking system . 27
Annex B (normative) Capacity of energy storage devices . 28
B.1 Pneumatic energy storage devices . 28
B.2 Capacity of hydraulic storage devices . 28
Annex C (normative) Test report . 30
Bibliography . 38
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SIST EN 17344:2020
EN 17344:2020 (E)
European foreword
This document (EN 17344:2020) has been prepared by Technical Committee CEN/TC 144 “Tractors and
machinery for agriculture and forestry”, the secretariat of which is held by AFNOR.
This European Standard shall be given the status of a national standard, either by publication of an
identical text or by endorsement, at the latest by September 2020, and conflicting national standards shall
be withdrawn at the latest by month year of September 2020.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
According to the CEN-CENELEC Internal Regulations, the national standards organisations of the
following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia,
Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland,
Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Republic of North
Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United
Kingdom.
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SIST EN 17344:2020
EN 17344:2020 (E)
Introduction
This document applies to braking systems for on-road use, installed on self-propelled agricultural and
forestry machinery. These vehicles are not primarily designed to pull heavy trailers or implements. For
this reason, this standard does not contain provisions for assisted trailer braking control. Information
about such systems can be found in EU Regulation 2015/68, last amended by 2018/828, or in UNECE
Regulation No. 13, or in any national legislation dealing with braking systems on vehicles.
This document can be used during an EU or national type approval process for self-propelled agricultural
or forestry machines.
The sources of this document are, among others:
— EU Regulation 2015/68, as last amended by 2018/828;
— ISO 10998:2008 Agricultural tractors – Requirements for steering.
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SIST EN 17344:2020
EN 17344:2020 (E)
1 Scope
This document applies to wheeled and/or track-laying self-propelled agricultural and forestry vehicles
when used on public roads. It specifies the definitions, construction and performance requirements and
the means for verification of braking systems on vehicles with a maximum design speed not
exceeding 60 km/h.
Following items are excluded from the scope of this document:
— coupling force control;
— endurance braking systems;
— Anti-Lock Braking Systems and EBS;
— vacuum braking systems;
— safety related parts of complex electronic control systems;
— trailer braking control systems.
NOTE For assisted trailer braking the EU Regulation 2015/68 can be used but before including these
requirements into this document, an additional review of 2015/68 is needed.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
ISO 9128:2006, Road vehicles — Graphical symbols to designate brake fluid types
ISO 3767-1:2016, Tractors, machinery for agriculture and forestry, powered lawn and garden
equipment — Symbols for operator controls and other displays — Part 1: Common symbols
ISO 3583:1984, Road vehicles — Pressure test connection for compressed-air pneumatic braking equipment
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— IEC Electropedia: available at http://www.electropedia.org/
— ISO Online browsing platform: available at https://www.iso.org/obp/ui
3.1
braking system
combination of parts whose function is to reduce progressively the speed of a moving vehicle or to bring
it to a halt, or to keep it stationary if it has already halted
Note 1 to entry: the system consists of the control device, the transmission and the brake
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3.2
brake
part in which the forces opposing the movement of the vehicle develop
Note 1 to entry: This may be a friction brake, or an electrical brake, or a fluid brake, or an engine/transmission
brake
3.2.1
friction brake
brake where the braking forces are generated only by the friction brakes without taking into account of
the braking effect of the stepless drive braking system
3.2.2
fluid brake
brake where the braking forces are generated by the action of a fluid situated between two parts of the
vehicle moving relatively to one another
3.2.3
electrical brake
brake where the braking forces are generated by electromagnetic action between two parts of the vehicle
moving relatively to another but not in contact with one another
3.2.4
engine brake
brake where the forces are generated by a controlled increase of the braking action from the engine which
remains connected with the wheels or tracks by the transmission
3.3
service braking system
braking system that enables the driver to control the movement of the vehicle and to halt it safely,
speedily and effectively, for all the range of speed and load that the vehicle is approved to operate, on any
up or down gradient
3.4
graduated braking
braking which, within the normal range of operation of the equipment, during either the application or
the releasing of the brakes, fulfils all the following conditions:
— the driver can, at any time, increase or reduce the braking force through action of the control
device; and
— it is easily possible to make a sufficiently fine adjustment to the braking force
3.5
control device
device actuated directly by the driver to supply to the transmission the energy required for braking or
controlling it. This energy may be the muscular energy of the driver, or energy from another source
controlled by the driver or in appropriate cases the kinetic energy of a towed vehicle, or a combination
of these various kinds of energy
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3.6
transmission
combination of components comprised between the control device and the brake, and linking them
functionally through mechanical, hydraulic, pneumatic or electric means or through the use of a
combination of those means; where the braking power is derived from or assisted by a source of energy
3.7
parking braking system
system that enables the vehicle to be held stationary on an up or down gradient even in the absence of
the driver
3.8
secondary braking system
means the braking system that allows the driver to halt the vehicle within a reasonable distance in the
event of a failure of the service braking system
3.9
inertia braking
braking by utilizing the forces generated by the towed vehicle's moving up on the towing vehicle
3.10
laden vehicle
vehicle laden at its technically permissible maximum laden mass as declared by the manufacturer for on
road operation
3.11
unladen vehicle
vehicle with its mass in running order for road operation
Note 1 to entry: This includes the coupling device(s), coolants, oils, liquids necessary for road circulation, fuel
and DEF (Diesel Emission Fluid) tanks, if provided and filled minimum 90 % and a driver of 75 kg
[SOURCE: UNECE R.E.3]
3.12
axle load
sum of the vertical static forces of the road surface in the contact area on the wheels of the axle
3.13
maximum stationary axle load
stationary axle load achieved under the condition of the technically permissible maximum laden mass of
the vehicle
3.14
towed vehicle
agricultural trailer or an interchangeable towed equipment
3.15
attachment trailer
any towed vehicle which is designed to be towed by a self-propelled vehicle, and only intended to carry
the attachment of its towing vehicle during road operation (for example harvesting attachment)
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3.16
spring compression chamber
chamber where the pressure variation that induces the compression of the spring is actually produced
3.17
energy source
device that provides the energy required to actuate the brakes, either directly or indirectly through an
energy storage device
3.18
energy storage device
device that stores the energy provided by the energy source to apply or release the brakes
3.19
energy reserve
pneumatic, hydraulic or electric energy that is stored in an energy storage device
3.20
technically permissible maximum laden mass
maximum laden mass declared by the manufacturer on the basis of its construction features and design
performances, irrespective from the load capacity of the tyres or tracks
3.21
technically permissible maximum mass per axle
mass corresponding to the maximum permissible static vertical load transmitted to the ground by the
wheels of the axle or the tracks, on the basis of the construction features and of the vehicle and their
design performances, irrespective from the load capacity of the tyres
3.22
brake assisted steering function
system allowing to brake a single wheel on one axle, by means of two separate controls, with the aim to
shorten the turning radius during off-road use
3.23
measured maximum design speed
measured speed exceeding the nominal value for the maximum design speed by maximum 3 km/h plus
an additional 5 % tolerance taking into account variations due to tyre size
Note 1 to entry: This is justified to take account of various unavoidable errors due, in particular to the measuring
technique and to the increase in running speed of the engine with a partial load
3.24
unbraked towed vehicle mass
sum of the maximum stationary axle loads of the towed vehicle
3.25
spring braking system
braking system for which the energy required for braking is supplied by one or more springs acting as an
energy storage device
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3.26
stepless drive braking system
stepless drive with a substantial braking capability other than by friction and having at least one speed
range going from forward to reverse and vice versa
Note 1 to entry: The variable component of the stepless drive can be mechanic, hydraulic, or electric. The
connection between engine and output shaft to the wheels or tracks shall remain connected at standstill
3.27
combination stepless drive braking system
braking system utilising both, the stepless drive and friction braking effect, where, however, the braking
forces are generated by a predominant proportion generated by the stepless drive
3.28
combination friction braking system
braking system utilising both, the friction and stepless drive braking effect, where, however, the braking
forces are generated by a predominant proportion generated by the friction brakes
3.29
graduated stepless drive braking
stepless drive braking through which the driver is able to increase or decrease the vehicle speed at any
time by a progressive action on its stepless drive control device
3.30
stepless drive control device
device, such as a lever or pedal, used to vary the vehicle speed
3.31
service brake control device
control device by whose operation the prescribed service braking performance is attained
3.32
inch device
device that affects the speed of the vehicle independently of the stepless drive control. The inch device
may be used in confined spaces or where inching of the vehicle is required, e.g. to pick-up or set off
attachments
3.33
class I vehicles
self-propelled vehicles with a maximum design speed ≤ 12 km/h
3.34
class II vehicles
self-propelled vehicles with a maximum design speed > 12 km/h and ≤ 30 km/h
3.35
class III vehicles
self-propelled vehicles with a maximum design speed > 30 km/h and ≤ 40 km/h
3.36
class IV vehicles
self-propelled vehicles with a maximum design speed > 40 km/h and ≤ 60 km/h
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4 Construction requirements
4.1 Braking components and braking surfaces
4.1.1 For the purpose of this document, the brake, all mechanical parts of the transmission and the
control device, hereafter called ‘braking equipment’ shall not be regarded as liable to breakage if they are
amply dimensioned, readily accessible for maintenance and exhibit safety features at least equal to those
prescribed for other essential components (such as the steering system).
4.1.2 The braking equipment shall be designed, constructed and fitted, so that it is capable of
withstanding the stresses arising during normal operation for which the vehicle is designated it.
4.1.3 Brake linings shall not contain asbestos.
4.1.4 Unless otherwise specified, it is not permitted to fit any adjustable valves that would allow the
performance of the braking system to be changed by the user of the vehicle such that, in service, it falls
outside the requirements of this document. An adjustable valve that can only be operated by the
manufacturer through the use of special tool or the provision of a tamper proof seal or both shall be
permitted provided that the user of the vehicle is not able to adjust this valve, or that any user
modification is readily identifiable.
4.1.5 For Class IV vehicles, the wear of the service brakes shall be compensated by means of a system
of automatic adjustment. In addition, the control device and the components of the transmission and of
the brakes shall possess a reserve of travel and, if necessary, suitable means of compensation such that,
when the brakes become heated or when the brake linings have reached a certain degree of wear,
effective braking shall be ensured without immediate adjustment being necessary.
4.1.6 It shall be possible for the wear of the service brakes to be compensated by means of a system of
manual or automatic adjustment. It shall be possible to easily check this wear on service brake linings
from the outside or underside of the vehicle, utilizing only the tools or equipment normally supplied with
the vehicle, for instance, by the provision of appropriate inspection holes. Alternatively, acoustical or
optical devices warning the driver at his driving position when lining replacement is necessary are
acceptable.
4.1.7 The requirements of point 4.1.6 are not applicable to oil immersed brakes which are designed for
a long life in the vehicle without servicing.
4.2 Functions of the braking system and the basic requirements
4.2.1 Service braking system: It shall be possible to graduate the service braking system action. The
driver shall be able to achieve this braking action from his driving position without removing his hands
from the steering control device or with one hand on the steering control device and the other on the
stepless drive control device. The service braking system can be one of the following braking systems, as
declared by the manufacturer:
— a mere friction braking system;
— a combination friction braking system;
— a combination stepless drive braking system;
— a mere stepless drive braking system.
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4.2.1.1 In the case that the manufacturer declares the stepless drive to act as a braking system, it
shall not be possible to disconnect the transmission between the engine and the drive wheels during on-
road use, in order to ensure that the stepless drive maintains its braking capabilities. This shall not apply
to the presence of an inch device.
4.2.1.2 However, to facilitate vehicle recovery, the operator's manual shall outline how to tow the
vehicle without the risk for damage to the stepless drive. If a dedicated tool is needed for this purpose, it
shall be carried on the vehicle.
4.2.1.3 The control device of the stepless drive shall be made in a way that inadvertent change of
direction is prevented.
4.2.1.4 It is allowed to automatically engage the parking brake system at the end of the brake cycle,
in order to bring the vehicle to a stop on a gradient or in the event of residual creep.
4.2.1.5 In case of a combination braking system it is allowed to use simultaneously two controls in order
to achieve the required braking performance.
4.2.2 Secondary braking system: The secondary braking system shall make it possible to halt the
vehicle within a reasonable distance in the event of a failure of (part of) the service braking system. It
shall be possible to graduate this braking action. The driver shall be able to obtain this braking action
from his driving seat while keeping at least one hand on the steering control device. For the purpose of
this requirement, it is assumed that not more than one failure of the service braking system can occur at
one time.
4.2.3 Parking braking system: The parking braking system shall enable the vehicle to be held stationary
on an up or down gradient even in the absence of the driver, the working parts of the braking system
being then held in the locked position by a purely mechanical device. The driver shall be able to achieve
this braking action from his driving seat.
4.2.4 The service, secondary and the parking braking systems shall act on braking surfaces
permanently connected to the wheels through components of adequate strength. It shall not be possible
to disconnect a braking surface from the wheels; however, such disconnection shall be required in the
case of the parking braking system actuated by a spring, in order to allow retrieval of the machine in a
recovery situation.
4.3 Axles subject to braking
4.3.1 On Class I, II and III vehicles the service braking system shall act on all the wheels of at least one
axle.
4.3.2 On Class IV vehicles the service braking system shall act:
— on all the wheels of at least two axles; or
— in case of vehicles with a braked axle and an automatic engagement of the drive to another axle
during braking, these wheels are deemed to be braked.
When more than one axle is subject to braking, one axle may be decoupled provided that activation of the
service braking system automatically re-couples this axle and that, in the case of a failure in the energy
supply or a failure in the control transmission of the re-coupling control device, then automatic re-
coupling shall be ensured.
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4.4 Brake assisted steering function
4.4.1 In case the vehicle is equipped with a brake assisted steering function, the service braking system
of the vehicle may consist of two brake circuits, each connected to one right and one left brake control.
Such system, due to its technical concept, is not to be considered as a braking system consisting of two
independent circuits.
4.4.2 For Class IV vehicles: If the brake assisted steering function is enabled, for instance when both
pedals are not latched, it shall not be possible to travel at speeds exceeding 40 km/h or at speeds in excess
of 40 km/h the brake assisted steering function shall be disabled. These two operations shall be ensured
by automatic means.
4.4.3 In vehicles where the separate pedals can be connected manually, the driver shall be able to easily
verify from his driving place whether these pedals are connected or not.
4.5 Requirements for controls
4.5.1 The equipment providing service, secondary and parking braking may have common
components, provided they fulfil the following conditions:
4.5.1.1 There shall be at least two controls, each corresponding to a different braking system,
independent of each other and readily accessible to the driver from his normal driving position. Every
brake control device shall be designed in a way that it returns to the full-off position when released. This
requirement may not apply to a parking braking system control device when it is mechanically locked in
an applied position or to a hand operated stepless drive control device.
4.5.1.2 The control device of the service braking system shall be independent of the control device of
the parking braking system.
4.5.1.3 Where the service and secondary braking systems have the same control device, the
effectiveness of the linkage between that control device and the various components of the transmission
systems shall comply with points 4.1.1 and 4.1.2.
4.5.1.4 Where the service and secondary braking systems have the same control device, the parking
braking system shall be so designed that it can be actuated when the vehicle is in motion. This
requirement shall not apply if the vehicle’s service braking system can be actuated even partially, by
means of an auxiliary control.
4.5.2 In the event of a breakage
— of any component other than the brakes themselves; or
— of any other failure or malfunction of the service braking system, including;
— failure of the energy source and partial or total exhaustion of an energy reserve;
the secondary braking system or that part of the service braking system which is not affected by the
failure shall be able to bring the vehicle to a halt in the conditions prescribed for secondary braking.
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4.5.3 In particular, where the secondary braking system and the service braking system have a
common control device and common transmission:
4.5.3.1 Where the service braking system is actuated by the muscular energy of the driver assisted
by an energy source or one or more energy reserves, the secondary braking performance shall be ensured
in the event of failure of that assistance.
Either by:
— the muscular energy of the driver alone; or
— by the muscular energy of the driver assisted by the energy reserves which are not affected by the
failure; and
For both cases, the force specified in 5.4.4 applied to the control not exceeding the prescribed maxima.
4.5.3.2 If the service braking force and transmission depend exclusively on the use, controlled by the
driver, of an energy source with an energy reserve, there shall be at least two completely independent
energy reserves;
— each provided with its own transmission likewise independent;
— each of them may act on the brakes of only two or more wheels so selected as to be capable of
ensuring by themselves the prescribed degree of secondary braking without endangering the
stability of the vehicle during braking; in addition;
— each of those energy reserves shall be equipped with a warning device. A single warning device can
be used, provided that it gives the level of the lowest of the two energy reserves.
In case of a compressed air reserve, at least on one of the air reservoirs of each service braking circuit a
device for draining and exhausting is required in an adequate and easily accessible position.
4.5.4 Where there are separate control devices for the service and secondary braking systems
simultaneous actuation of control devices shall not render both the service and secondary braking
systems inoperative, either when both braking systems are in good working order or when one of them
is faulty.
4.6 Requirements for energy sources and energy reserves
4.6.1 Where use is made of an energy source other than the muscular energy of the driver, only one
energy source is required, but the means by which the device constituting that source is driven shall
comply with points 4.1.1 and 4.1.2.
4.6.2 In the event of a failure of the energy source, the energy reserve(s), when installed, shall be
sufficient to stop the vehicle under the following conditions:
— after eight full-stroke actuations of the service braking system control device; the number of
actuations can be reduced to four, in case of a service braking system consisting of two independent
circuits;
— followed by a braking test at the ninth or fifth application with the efficiency prescribed for secondary
braking;
— under the testing conditions prescribed in point 5.4.
4.6.3 The capacity of energy sources shall meet the requirements specified in Annex A.
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...
SLOVENSKI STANDARD
oSIST prEN 17344:2019
01-februar-2019
Kmetijski stroji - Kmetijska in gozdarska vozila z lastnim pogonom - Zahteve za
zaviranje
Agricultural machinery - Self-propelled agricultural and forestry vehicles - Requirements
for braking
Landmaschinen - Selbstfahrende Arbeitsmaschinen - Anforderungen an Bremsanlagen
Matériel agricole - Véhicules agricoles et forestiers automoteurs - Exigences en matière
de freinage
Ta slovenski standard je istoveten z: prEN 17344
ICS:
65.060.01 Kmetijski stroji in oprema na Agricultural machines and
splošno equipment in general
oSIST prEN 17344:2019 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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oSIST prEN 17344:2019
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oSIST prEN 17344:2019
DRAFT
EUROPEAN STANDARD
prEN 17344
NORME EUROPÉENNE
EUROPÄISCHE NORM
December 2018
ICS
English Version
Agricultural machinery - Self-propelled agricultural and
forestry vehicles - Requirements for braking
This draft European Standard is submitted to CEN members for enquiry. It has been drawn up by the Technical Committee
CEN/TC 144.
If this draft becomes a European Standard, CEN members are bound to comply with the CEN/CENELEC Internal Regulations
which stipulate the conditions for giving this European Standard the status of a national standard without any alteration.
This draft European Standard was established by CEN in three official versions (English, French, German). A version in any other
language made by translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC
Management Centre has the same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and United Kingdom.
Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are
aware and to provide supporting documentation.
Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without
notice and shall not be referred to as a European Standard.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2018 CEN All rights of exploitation in any form and by any means reserved Ref. No. prEN 17344:2018 E
worldwide for CEN national Members.
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Contents Page
European foreword . 3
Introduction . 4
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 5
4 Construction requirements . 9
4.1 Braking components and braking surfaces . 9
4.2 Functions of the braking system and the basic requirements . 10
4.3 Axles subject to braking . 11
4.4 Brake assisted steering function . 11
4.5 Requirements for controls . 11
4.6 Requirements for energy sources and energy reserves . 13
4.7 Distribution of braking forces . 14
4.8 Specific requirements for hydraulic braking systems using brake fluid . 15
4.9 Specific requirements for the electric transmission of the parking brake system . 15
4.10 Warning signals for brake failure . 16
4.11 Vehicles fitted with spring brakes . 17
4.11.1 Use of a spring brake as service brake . 17
4.11.2 Use of a spring brake to achieve a residual braking performance . 17
4.11.3 Use of a spring brake as secondary brake . 17
4.11.4 Pressure requirements . 17
4.11.5 Auxiliary release system . 18
5 Requirements regarding brake testing and performance . 18
5.1 Braking performance parameters . 18
5.2 Conditions for measuring braking performance during road tests . 19
5.3 Performance testing on vehicles with a CVT transmission . 20
5.4 Type-0 braking test (ordinary performance test with brakes cold) . 20
5.5 Secondary braking performance . 21
5.6 Parking braking performance . 22
5.7 Type – I braking test (fade test) . 22
5.8 Hot performance . 23
5.9 Requirements applying to the response time for the service braking system . 24
5.10 Maximum unbraked towable mass . 24
Annex A (normative) Category of energy sources . 26
Annex B (normative) Capacity of energy storage devices . 28
Annex C (normative) Test report . 30
Bibliography . 37
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European foreword
This document (prEN 17344:2018) has been prepared by Technical Committee CEN/TC 144 “Tractors
and machinery for agriculture and forestry”, the secretariat of which is held by AFNOR.
This document is currently submitted to the CEN Enquiry.
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Introduction
This document applies to braking systems for on-road use, installed on self-propelled agricultural and
forestry machinery. These vehicles are not primarily designed to pull heavy trailers or implements. For
this reason, this standard does not contain provisions for assisted trailer braking control. Information
about such systems can be found in EU Regulation 2015/68, last amended by 2018/828, or in UNECE
Regulation No. 13, or in any national legislation dealing with braking systems on vehicles.
This document can be used during an EU or national type approval process for self-propelled agricultural
or forestry machines.
The sources of this document are, among others:
— EU Regulation 2015/68, as last amended by 2018/828
— ISO 10998:2008 Agricultural tractors – Requirements for steering
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1 Scope
This document applies to wheeled and/or track-laying self-propelled agricultural and forestry vehicles
when used on public roads. It specifies the definitions, construction and performance requirements and
the means for verification of braking systems on vehicles with a maximum design speed not
exceeding 60 km/h.
Following items are excluded from the scope of this document:
— coupling force control;
— endurance braking systems;
— Anti-Lock Braking Systems and EBS;
— vacuum braking systems;
— safety related parts of complex electronic control systems;
— trailer braking control systems.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
ISO 9128:2006, Road vehicles — Graphical symbols to designate brake fluid types
ISO 3767-1:2016, Tractors, machinery for agriculture and forestry, powered lawn and garden
equipment — Symbols for operator controls and other displays — Part 1: Common symbols
ISO 3583:1984, Road vehicles — Pressure test connection for compressed-air pneumatic braking equipment
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
• IEC Electropedia: available at http://www.electropedia.org/
• ISO Online browsing platform: available at http://www.iso.org/obp
3.1
braking system
combination of parts whose function is to reduce progressively the speed of a moving vehicle or to bring
it to a halt, or to keep it stationary if it has already halted
Note 1 to entry: the system consists of the control device, the transmission and the brake
3.2
brake
part in which the forces opposing the movement of the vehicle develop
Note 1 to entry: This may be a friction brake, or an electrical brake, or a fluid brake, or an engine/transmission
brake
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3.2.1
friction brake
brake where the braking forces are generated only by the friction brakes without taking into account of
the braking effect of the CVT braking system
3.2.2
fluid brake
brake where the braking forces are generated by the action of a fluid situated between two parts of the
vehicle moving relatively to one another
3.2.3
electrical brake
brake where the braking forces are generated by electromagnetic action between two parts of the vehicle
moving relatively to another but not in contact with one another
3.2.4
engine brake
brake where the forces are generated by a controlled increase of the braking action from the engine which
remains connected with the wheels or tracks by the transmission
3.3
service braking system
braking system that enables the driver to control the movement of the vehicle and to halt it safely,
speedily and effectively, for all the range of speed and load that the vehicle is approved to operate, on any
up or down gradient
3.4
graduated braking
braking which, within the normal range of operation of the equipment, during either the application or
the releasing of the brakes, fulfils all the following conditions:
— the driver can, at any time, increase or reduce the braking force through action of the control
device; and
— it is easily possible to make a sufficiently fine adjustment to the braking force
3.5
control device
device actuated directly by the driver to supply to the transmission the energy required for braking or
controlling it. This energy may be the muscular energy of the driver, or energy from another source
controlled by the driver or in appropriate cases the kinetic energy of a towed vehicle, or a combination
of these various kinds of energy
3.6
transmission
combination of components comprised between the control device and the brake, and linking them
functionally through mechanical, hydraulic, pneumatic or electric means or through the use of a
combination of those means; where the braking power is derived from or assisted by a source of energy
3.7
parking braking system
system that enables the vehicle to be held stationary on an up or down gradient even in the absence of
the driver
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3.8
secondary braking system
means the braking system that allows the driver to halt the vehicle within a reasonable distance in the
event of a failure of the service braking system
3.9
inertia braking
braking by utilizing the forces generated by the towed vehicle's moving up on the towing vehicle
3.10
laden vehicle
vehicle laden at its technically permissible maximum laden mass as declared by the manufacturer for on
road operation
3.11
unladen vehicle
vehicle with its mass in running order for road operation
Note 1 to entry: This includes the coupling device(s), coolants, oils, liquids, fuel and DEF (Diesel Emission Fluid)
tanks, if provided and filled minimum 90 % and a driver of 75 kg
[SOURCE: UNECE R.E.3]
3.12
axle load
sum of the vertical static forces of the road surface in the contact area on the wheels of the axle
3.13
maximum stationary axle load
stationary axle load achieved under the condition of the technically permissible maximum laden mass of
the vehicle
3.14
towed vehicle
agricultural trailer or an interchangeable towed equipment
3.15
attachment trailer
any towed vehicle which is designed to be towed by a self-propelled vehicle, and only intended to carry
the harvesting attachment of its towing vehicle during road operation
3.16
spring compression chamber
chamber where the pressure variation that induces the compression of the spring is actually produced
3.17
energy source
device that provides the energy required to actuate the brakes, either directly or indirectly through an
energy storage device
3.18
energy storage device
device that stores the energy provided by the energy source to apply or release the brakes
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3.19
energy reserve
pneumatic, hydraulic or electric energy that is stored in a energy storage device
3.20
technically permissible maximum laden mass
maximum laden mass declared by the manufacturer on the basis of its construction features and design
performances, irrespective from the load capacity of the tires or tracks
3.21
technically permissible maximum mass per axle
mass corresponding to the maximum permissible static vertical load transmitted to the ground by the
wheels of the axle or the tracks, on the basis of the construction features and of the vehicle and their
design performances, irrespective from the load capacity of the tires
3.22
brake assisted steering function
system allowing to brake a single wheel on one axle, by means of two separate controls, with the aim to
shorten the turning radius during off-road use
3.23
measured maximum design speed
measured speed exceeding the nominal value for the maximum design speed by maximum 3 km/h plus
an additional 5 % tolerance taking into account variations due to tire size
Note 1 to entry: This is justified to take account of various unavoidable errors due, in particular to the measuring
technique and to the increase in running speed of the engine with a partial load.
3.24
unbraked towed vehicle mass
sum of the maximum stationary axle loads of the towed vehicle
3.25
spring braking system
braking system for which the energy required for braking is supplied by one or more springs acting as an
energy storage device
3.26
Continuously Variable Transmission
CVT
stepless transmission with a substantial braking capability other than by friction and having at least one
speed range going from forward to reverse and vice versa
Note 1 to entry: The variable component of the CVT can be mechanic, hydraulic, or electric. The connection
between engine and output shaft to the wheels or tracks shall remain connected at standstill
3.27
combination CVT braking system
braking system utilising both, the CVT and friction braking effect, where, however, the braking forces are
generated by a predominant proportion generated by the CVT transmission
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3.28
combination friction braking system
braking system utilising both, the friction and CVT braking effect, where, however, the braking forces are
generated by a predominant proportion generated by the friction brakes
3.29
graduated CVT braking
CVT braking through which the driver is able to increase or decrease the vehicle speed at any time by a
progressive action on its CVT control device
3.30
CVT control device
device, such as a lever or pedal, used to vary the vehicle speed
3.31
service brake control device
control device by whose operation the prescribed service braking performance is attained
3.32
inch device
device that affects the speed of the vehicle independently of the CVT transmission control. The inch device
may be used in confined spaces or where inching of the vehicle is required, e.g. to pick-up or set off
attachments
3.33
class I vehicles
self-propelled vehicles with a maximum design speed ≤ 12 km/h
3.34
class II vehicles
self-propelled vehicles with a maximum design speed > 12 km/h and ≤ 30 km/h
3.35
class III vehicles
self-propelled vehicles with a maximum design speed > 30 km/h and ≤ 40 km/h
3.36
class IV vehicles
self-propelled vehicles with a maximum design speed > 40 km/h and ≤ 60 km/h
4 Construction requirements
4.1 Braking components and braking surfaces
4.1.1 For the purpose of this document, the brake, all mechanical parts of the transmission and the
control device, hereafter called ‘braking equipment’ shall not be regarded as liable to breakage if they are
amply dimensioned, readily accessible for maintenance and exhibit safety features at least equal to those
prescribed for other essential components (such as the steering system).
4.1.2 The braking equipment shall be designed, constructed and fitted, so that it is capable of
withstanding the stresses arising during normal operation for which the vehicle is designated it.
4.1.3 Brake linings shall not contain asbestos.
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4.1.4 Unless otherwise specified, it is not permitted to fit any adjustable valves that would allow the
performance of the braking system to be changed by the user of the vehicle such that, in service, it falls
outside the requirements of this document. An adjustable valve that can only be operated by the
manufacturer through the use of special tool or the provision of a tamper proof seal or both shall be
permitted provided that the user of the vehicle is not able to adjust this valve, or that any user
modification is readily identifiable.
4.1.5 For Class IV vehicles, the wear of the service brakes shall be compensated by means of a system
of automatic adjustment. In addition, the control device and the components of the transmission and of
the brakes shall possess a reserve of travel and, if necessary, suitable means of compensation such that,
when the brakes become heated or when the brake linings have reached a certain degree of wear,
effective braking shall be ensured without immediate adjustment being necessary.
4.1.6 It shall be possible for the wear of the service brakes to be compensated by means of a system of
manual or automatic adjustment. It shall be possible to easily check this wear on service brake linings
from the outside or underside of the vehicle, utilizing only the tools or equipment normally supplied with
the vehicle, for instance, by the provision of appropriate inspection holes. Alternatively, acoustical or
optical devices warning the driver at his driving position when lining replacement is necessary are
acceptable.
4.1.7 The requirements of point 4.1.6 are not applicable to oil immersed brakes which are designed for
a long life in the vehicle without servicing.
4.2 Functions of the braking system and the basic requirements
4.2.1 Service braking system: It shall be possible to graduate the service braking system action. The
driver shall be able to achieve this braking action from his driving position without removing his hands
from the steering control device or with one hand on the steering control device and the other on the CVT
control device. The service braking system can be one of the following braking systems, as declared by
the manufacturer:
— a mere friction braking system;
— a combination friction braking system;
— a combination CVT braking system;
— a mere CVT braking system.
4.2.1.1 In the case that the manufacturer declares the CVT transmission to act as a braking system, it
shall not be possible to disconnect the transmission between the engine and the drive wheels during on-
road use, in order to ensure that the CVT transmission maintains its braking capabilities in all cases. This
shall not apply to the presence of an inch device.
4.2.1.2 However, to facilitate vehicle recovery, the Operators Manual shall outline how to tow the
vehicle without the risk for damage to the CVT transmission. If a dedicated tool is needed for this purpose,
it shall be carried on the vehicle.
4.2.1.3 The control device of the CVT transmission shall be made in a way that inadvertent change of
direction is prevented.
4.2.1.4 It is allowed to automatically engage the parking brake system at the end of the brake cycle,
in order to bring the vehicle to a stop on a gradient or in the event of residual creep.
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4.2.2 Secondary braking system: The secondary braking system shall make it possible to halt the
vehicle within a reasonable distance in the event of a failure of (part of) the service braking system. It
shall be possible to graduate this braking action. The driver shall be able to obtain this braking action
from his driving seat while keeping at least one hand on the steering control device. For the purpose of
this requirement, it is assumed that not more than one failure of the service braking system can occur at
one time.
4.2.3 Parking braking system: The parking braking system shall enable the vehicle to be held stationary
on an up or down gradient even in the absence of the driver, the working parts of the braking system
being then held in the locked position by a purely mechanical device. The driver shall be able to achieve
this braking action from his driving seat.
4.2.4 The service, secondary and the parking braking systems shall act on braking surfaces
permanently connected to the wheels through components of adequate strength. It shall not be possible
to disconnect a braking surface from the wheels; however, such disconnection shall be required in the
case of the parking braking system, in order to allow retrieval of the machine in a recovery situation.
4.3 Axles subject to braking
4.3.1 On Class I, II and III vehicles the service braking system shall act on all the wheels of at least one
axle.
4.3.2 On Class IV vehicles the service braking system shall act:
— on all the wheels of at least two axles; or
— in case of vehicles with a braked axle and an automatic engagement of the drive to another axle
during braking, these wheels are deemed to be braked
When more than one axle is subject to braking, one axle may be decoupled provided that activation of the
service braking system automatically re-couples this axle and that, in the case of a failure in the energy
supply or a failure in the control transmission of the re-coupling control device, then automatic re-
coupling shall be ensured.
4.4 Brake assisted steering function
4.4.1 In case the vehicle is equipped with a brake assisted steering function, the service braking system
of the vehicle may consist of two brake circuits, each connected to one right and one left brake control.
Such system, due to its technical concept, is not to be considered as a braking system consisting of two
independent circuits.
4.4.2 For Class IV vehicles: If the brake assisted steering function is enabled, for instance when both
pedals are not latched, it shall not be possible to travel at speeds exceeding 40 km/h or at speeds in excess
of 40 km/h the brake assisted steering function shall be disabled. These two operations shall be ensured
by automatic means.
4.4.3 In vehicles where the separate pedals can be connected manually, the driver shall be able to easily
verify from his driving place whether these pedals are connected or not.
4.5 Requirements for controls
4.5.1 The equipment providing service, secondary and parking braking may have common
components, provided they fulfil the following conditions:
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4.5.2 There shall be at least two controls, each corresponding to a different braking system,
independent of each other and readily accessible to the driver from his normal driving position. Every
brake control device shall be designed in a way that it returns to the full-off position when released. This
requirement may not apply to a parking braking system control device when it is mechanically locked in
an applied position or to a hand operated CVT control device.
4.5.3 The control device of the service braking system shall be independent of the control device of the
parking braking system.
4.5.4 Where the service and secondary braking systems have the same control device, the effectiveness
of the linkage between that control device and the various components of the transmission systems shall
comply with points 4.1.1 and 4.1.2.
4.5.5 Where the service and secondary braking systems have the same control device, the parking
braking system shall be so designed that it can be actuated when the vehicle is in motion. This
requirement shall not apply if the vehicle’s service braking system can be actuated even partially, by
means of an auxiliary control.
4.5.6 In the event of a breakage
— of any component other than the brakes themselves; or
— of any other failure or malfunction of the service braking system, including;
— failure of the energy source and partial or total exhaustion of an energy reserve,
the secondary braking system or that part of the service braking system which is not affected by the
failure shall be able to bring the vehicle to a halt in the conditions prescribed for secondary braking.
4.5.7 In particular, where the secondary braking system and the service braking system have a
common control device and common transmission:
4.5.7.1 Where the service braking system is actuated by the muscular energy of the driver assisted
by an energy source or one or more energy reserves, the secondary braking performance shall be ensured
in the event of failure of that assistance.
Either by:
— the muscular energy of the driver alone; or
— by the muscular energy of the driver assisted by the energy reserves which are not affected by the
failure; and
For both cases, the force applied to the control not exceeding the prescribed maxima.
4.5.7.2 If the service braking force and transmission depend exclusively on the use, controlled by the
driver, of an energy source with an energy reserve, there shall be at least two completely independent
energy reserves;
— each provided with its own transmission likewise independent;
— each of them may act on the brakes of only two or more wheels so selected as to be capable of
ensuring by themselves the prescribed degree of secondary braking without endangering the
stability of the vehicle during braking; in addition;
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