Modular Vehicle Combinations Informal Working Group MVC IWG

Modular Vehicle Combinations Informal Working Group (MVC IWG) Skype meeting #3

Content • Introduction • Scope (2 steps approach) • “Parking list” for step 2 • Technical principles and open issues • Status of the work

Introduction Current UN R 13 • Current UN R 13 mainly addresses the approval of single vehicles involved in single-trailers combinations. • The objective of the MVC IWG is to add missing definitions and requirements in UN R 13 for approving single vehicles involved in Modular Vehicle Combinations, e. g. towing trailers. MVC 3 1 2 Extracted from GRVA-04 -26 -- MVC status report 4

Scope AG Step 1 – Feb 2020 • Deliver amendments to UN R 13, to cover: o The same combinations as the five covered in R 55 -01 supplement 7 (ISO 18868) o Dollies with rigid drawbars • Consider the opportunity to cover “Tractor + semi-trailer + full trailer » in the step 1 Step 2 – Content & lead-time tbd • UN R 13 o Dollies with hinged drawbar o Other combinations and/or other vehicle type (e. g. combinations using full-trailers with a fifth wheel) • UN R 79: e. g. to cover steered dollies • UN R 55: Coordinate further steps with GRSG Extracted from GRVA-04 -26 -- MVC status report W 49 REE D

“Parking list” for step 2 • Ball bearings on fifth wheel (is this about steering and/or coupling? ) • Steered dollies W 50

Technical principles and open issues

Definitions AG W 49 REE D A “towing trailer” is a trailer which is equipped to tow another trailer. A “Dolly” is a towing trailer designed for the sole purpose to tow a semi-trailer. A “Link-trailer” is a semitrailer equipped with a fifth wheel in its rear end enabling a second semitrailer to be towed. (Definition from R 5501 supplement 7). Extracted from GRVA-04 -26 -- MVC status report

Principles The ambition is that the truck only depends on the GCW, not on the number of trailers behind. The specific requirements should be focussed on the towing trailers. The ambition is that the last trailer does not have any specific requirements. • Same braking reference for all vehicles of the combination (yellow coupling head and equivalent electronic message) • Use of ISO 11992 standard for the communication between vehicles. • Point-to-point connection between vehicles (ISO 11992), to clarify the use of repeaters and routers. • Each towing trailer “gateways” the hard-wired warning signal (pin 5 of ISO 7638) from following trailers. • EVSC on all vehicles of the combination. • The parking brake of the truck is able to maintain the combination stationary. Extracted from GRVA-04 -26 -- MVC status report

Open issues • Compatibility with existing vehicles to be considered. • Maximum length of ISO 11992 CAN bus; point to point connection ( router / repeater) • Electric control line: failure detection and warning to driver. • Response time • Communication between vehicles: definition of mandatory messages to be routed towards truck and toward trailers • Compatibility bands for towing trailers; carry over from current bands • Brake performance for towing trailers (type 0) Extracted from GRVA-04 -26 -- MVC status report

Status of the work - 1/2 W 49 Reference: MVC-01 -06 -r 2 e (Secretariat) Working document after MVC 06 Review of document GRRF-66 -06 Definitions Requirements Power driven vehicles Special requirements for power driven vehicles authorised to tow more than one trailer Trailer requirements Additional special requirements applicable to towing trailers Annexes Annex 2 - Communication Annex 4 – Braking tests and performance Annex 6 – Response time Annex 7 - Energy sources and energy storage devices Annex 17 - Test procedure - compatibility of vehicles with electric control lines 25% 50% 75% 100%

Status of the work - 2/2 Reference: MVC-02 -03 -r 3 e (Secretary) List of open issues - Updated at MVC 05 PT Open issue Status Scope Definitions Electric control line 2 steps approach decided Definitions agreed Concept agreed Draft available, to be reviewed Draft available, to be reviewed Agreed, no need for change Investigation on-going Draft available, to be reviewed Concept agreed Decision made, to be reviewed Investig. on-going, proposal available Concept agreed Closed towing trailer, dolly, link trailer Mandatory or optional? Failure detection Maximum length of CAN bus and point to point connection Data transmission between vehicles Transmission of “pin 5” from all trailers to the truck Response time Energy supply Air supply: is truck sufficient to feed all trailers? Electric supply: dimensioning of electric wires and fuses Parking brake Warning to driver Brake performance Dolly Type 0 requirements (value of deceleration) Compatibility bands For dollies and link trailers EVSC Should EVSC on a towing trailer automatically brake the following ones? Directional control on trailers with steered axles involved in MVC Mandatory or optional / Compatibility with existing vehicles. EVSC for dollies mandatory ? Brake signal transmitted to the last trailer even if this has no EVSC W 51 Date of status change W 49 W 51

W 51 Concept agreed Electric control line - Mandatory or optional? Status at MVC 5 • The wording ‘Electric control line’ shall be used vs ‘EBS’ (which is only one technical solution). • Mandatory for vehicles being part of MVC at least for towing trailers, to be confirmed for truck and last trailer. Skype #2 • In Annex 2, the information on truck capability to tow an MVC is required • Most trucks and trailers are equipped with EVSC by R 13 -11, which is mostly based on EBS technology, which drives an electric control line • ABS-based EVSC are not sold in EU but mainly in US (info from Wabco and KB) • Recommendation to mandate the electric control line on all vehicles [except the last trailer] • • • Concern regarding the response time of the last trailer, if only pneumatically controlled Mandating ECL on the last trailer: would this create practical issues in the field? Add in-use requirements in national regulations; add a footnote in the regulation Proposal: mandate ECL on all O 4 trailers involved in an MVC; Add an information in Annex 2 that the trailer is MVC-compatible (same way as for the truck) 5 or 7 -pins connector is an help for driver to know whether the trailer is MVC-compatible; would a specific marking help? Make a loop with trailer industry Skype #3 • • Agreed target is to require ECL on all vehicles involved in a MVC. At least for that reason, motor vehicle and last trailer will be marked as “MVC-compatible” in the Annex 2 (e. g. par. 14. ). Proposal to add a marking on the rear of towing trailers and at the front of last trailers which are “MVC-compatible” Industry to prepare a proposal

Draft available, to be reviewed Electric control line - Failure detection • Balance between Failure detection and in-use requirements Skype #2 • CLEPA will prepare a short presentation on how failure handling is done, over the combination W 50

Draft available, to be reviewed Maximum length of CAN bus and point to point connection Status at MVC 6 • MVC-06 -xx - Indusrty input about Electric control line - v 2. pptx • MVC-06 -02 (CLEPA) Installation of router and repeater. docx • Revised-Proposal to amend ECE R 13 to introduce the installation of router and repeater. docx Skype #2 • DK mentions about special transport, where very long trailers are used, justifying the use of a repeater function • Next steps: • All to review CLEPA proposal as reviewed at MVC-06 for next Skype meeting • Insert the proposal in the working document Skype #3 • Proposal was reviewed, CLEPA to draft a text for “pin 5 routing” and clean up the proposed text. W 51

Draft available, to be reviewed Data transmission between vehicles Status at MVC 5 • Technical principle: Point to point ISO 11992 connection between two successive vehicles in the combination. • Prescribing a router should be avoided, this is a technical solution. The requirement should be a functional one, open to any technical design • Christoph Adam will lead a small group to: • Confirm the technical approach above • Check/define what messages shall be transmitted forward and backward along the combination Skype #2 • Routing function is referred in the CLEPA proposal (and not router) • ISO 11992 is the base for the proposal • CLEPA will prepare a short presentation of the different messages between vehicles (which one are mandatory, optional, must be supported by truck if available etc. ) • NW: EU directive about on-board weighting function (DG MOVE); add this item in the parking list for step 2 for further investigation W 50

W 51 Concept agreed Transmission of “pin 5” from all trailers to the truck Principle • Every towing trailer shall read the “pin 5” input from the following trailer and gateway it on its own “pin 5” information to the towing vehicle, and on the ISO 11992 relevant message. 2 Router ! EBS EBS

Agreed, no need for change W 51 Air supply: is truck sufficient to feed all trailers? Status at MVC 4 • No known practical issues today. • Current Annex 7 applies to all type of combinations, including MVCs. This is deemed to be sufficient. Skype #3 • Current formula in R 13 Annex 7 – 2. 3. 3 considers the towable mass for the dimensioning of the energy source. • Conclusion: current R 13 covers properly the dimensioning of the air supply for MVCs. • No need for change. W 51

Investigation on-going W 51 Electric supply: dimensioning of electric wires and fuses /1 Status at MVC-06 • CLEPA to collect real-world data on the levels of electricity consumers (how many amps necessary for one average trailer). • Required 4 mm 2 (modern technology doesn’t need so much current) • The trucks manufacturers informed that the average is ca. 20 -25 Amps (1 manufacturer at 30 Amps). • Misc items: Get inspiration from current proposal on steering; Need to mention the ISO-13044; UN R 13 paragraph 5. 2. 2. 17. 2. to be reviewed • The power supply is delivered by the ISO 7638 connector, which must have some limitation. Yet some voltage is lost at each connection (up to 3 volts with a triple vehicle). As all towing vehicles must fulfil the ISO 7836, it may happen that the 1 st or 2 nd trailer may have to be equipped with an ancillary power supply. • The group faced the balance between mandating that the truck be designed for towing several trailers, or that each vehicle must be designed for what it is intended to, i. e. a towing trailer able to fulfil the ISO 7638. • Conclusion: • Trailer manufacturers to provide information on the possibility to apply requirements on their vehicles • Scandinavian countries to provide info on the voltage supply in their experiments

Investigation on-going Electric supply: dimensioning of electric wires and fuses /2 Skype #3 • Truck manufacturers to provide information about dimensioning of the wires in the ISO 7638 connector for the power supply • CLEPA to provide information about EBS power consumption on trailers of an MVC (average and peak). • If there is a sufficient margin between the power supply and the EBS power need, no need for a change • Amend 5. 2. 2. 17 : Footnote 16/ The conductor cross sections specified in ISO 7638: 2003 for the trailer may be reduced if the trailer is installed with its own independent fuse. The rating of the fuse shall be such that the current rating of the conductors is not exceeded. This derogation shall not apply to towing trailers equipped to tow another trailer. W 51

Draft available, to be reviewed Parking brake Status at MVC 4: • MVC-04 -03 is reviewed and a revision 1 is defined. This rev 1 amends MVC-01 -06 as follows: • Agreement that the 12% slope requirement in Annex 4 paragraph 2. 3. 2 shall apply to all type of combinations (incl. MVC) • Agreement that 5. 2. 1. 34. 1 should be deleted from MVC-01 -06 proposal, in order to not disqualify the “Nordic park brake” solution which is the standard in northern Europe (tbc with Anders). This way both solutions are permitted, as today. • 5. 2. 1. 34 can consequently be deleted, since it is now empty • Agreement to delete Annex 4 - 2. 3. 2. 1, since directly connected to 5. 2. 1. 34. 1 W 50

W 51 Concept agreed Warning to driver Status at MVC 4 • Driver only needs to know that one trailer is intervening (EVSC) and that one trailer is failing; no need to know which trailer (this is a diagnostic matter for workshops) • ISO 11992 protocol as required in MVC-01 -06 permits the motor vehicle to know which trailer fails. However this information is confirmed not necessary for the driver. Skype #2 • The information on which trailer fails is anyway available on the ISO 11992 • The question is rather what should be displayed to the driver, for the sake of safety • For in-use, it is a demand from the drivers to know which trailer fails, but does it have to be regulated? • For EVSC information, we confirm no need to differentiate between different trailers • Conclusion: • From a safety standpoint: driver only needs to know that one trailer is intervening (EVSC) and that one trailer is failing; no need to know which trailer (this is a diagnostic matter for workshops ) • The information on which trailer fails will anyway be practically available from the ISO 11992 implementation • Open question on which version of ISO 11992 should be used for MVCs; and whether R 13 should be updated; CLEPA confirms ISO 11992 -2: 2003 already includes multiple trailers; should the reference in R 13 be replaced by version from 2014? CLEPA and OICA to confirm Skype #3 • CLEPA confirms the current reference to ISO 11992 -2003 in R 13 is compatible and sufficient for MVCs.

Decision made, to be reviewed Dolly Type 0 requirements (value of deceleration) Status at MVC-06 • Finland informed about their national legislation: centred axle trailers, 50% of the braking on the dolly. A discussion took place on the proper value to introduce into the text. • The group could support the value of 50% of the braking on the dolly, yet the question remained about the compatibility corridors. Skype #3 • Most of the load transfer from semi-trailer on dolly is transferred to the towing vehicle • Thus a 50% Type-0 requirement for the dolly is deemed sufficient W 51

Investig. on-going, proposal available Compatibility bands For dollies and link trailers Skype meeting #1 • Agreement to have a pragmatic approach (Supported by SWE, FIN, NW and other industry experts) • Start from the state of the art to draft the requirements • Get experience and make a review of the regulation after [2 years] • Sten provides information about State of the art in Sweden (which seem to be confirmed by Finland Norway): • Dolly calculated at CAT • B-Link calculated as a semi-trailer • Bolennarth will provide some theoretical input based on Eindhoven university study Skype #2 • Bolennarth presented some technical input (file: Comments concerning load transfer for dollies. docx) • CLEPA will prepare some examples of calculations • This item should be dealt during our live meeting MVC-7 in January Skype #3 • Pierre presented calculations based on Eidhoven university simulations (calculations - draft 1. 1. xlsx) • These simulations shows that most of the load transfer from semi-trailer on dolly is transferred to the towing vehicle, which supports the view that a dolly can be considered as a CAT. • However, the group should assess whether these conclusions can be used for other dolly geometry (e. g. 3 axles dollies). • For the meeting in Paris: • Bolennarth will prepare some input, based for example on a New Zealand standard. • Geir will also prepare some practical examples of 25, 25 m dolly combination in Norway. W 51

Concept agreed Should EVSC on a towing trailer automatically brake the following ones? Status at MVC 4 • In case of EVSC intervention on a towing trailer, should trailer behind be automatically braked (via pneumatic and electric control)? • EVSC intervention on a towing trailer shall activate brakes of following trailers, e. g. to prevent creating jacknifing situations. • Technical impact and feasibility on trailers to be documented system manufacturers Skype #3 • Positive answer is confirmed. • EVSC intervention on a towing trailer shall activate brakes of following trailers, both via the pneumatic and the electric control line, e. g. to prevent creating jacknifing situations and to improve stability by stretching the combination. • Current text proposal is already implementing this technical measure. W 51

Concept agreed Directional control on trailers with steered axles involved in MVC Status at MVC 3: • Trailer EVSC systems senses lateral acceleration to prevent roll-over. • Directional control technology not available Skype #3 • ROP is deemed enough even for MVCs W 51

Concept agreed EVSC Mandatory or optional / Compatibility with existing vehicles Status at MVC 4 • EVSC is mandatory in Series 11 • The use of an “old” vehicle without EVSC is an in-use requirement matter W 50

Concept agreed W 51 EVSC for dollies mandatory ? Status at MVC 3: • EVSC needed on dollies • EVSC shall brake semi-trailer and trailer behind • Jacknifing risk if dolly over-braked: should be managed by dolly braking system (similar situation as on a fulltrailer) Status at MVC 4 • Confirm interest of EVSC on a dolly (semi-trailer behind may detect roll over before the dolly…) • Market standard on dollies will be with an electronic control line (i. e. low technical impact to have a roll over prevention function) • Confirm jacknifing risk if dolly over braked vs semi-trailer… Skype #3 • EVSC on dollies confirmed to be needed (and available today) • This requirement already exist in Finland

Closed EVSC - Brake signal transmitted to the last trailer even if it has no EVSC Status at MVC 5 • Yes, braking signal generated ahead is transmitted to the last trailer. W 50