EN 17860-4:2025

SLOVENSKI STANDARD
01-december-2025
Tovorna kolesa - 4. del: Težka tovorna kolesa - Mehanski in funkcionalni vidiki
Carrier Cycles - Part 4: Heavy weight carrier cycles - Mechanical and functional aspects
Lastenfahrräder - Teil 4: Schwere Lastenfahrräder - Mechanische und funktionale
Aspekte
Cycles utilitaires Partie 4 : Cycles utilitaires lourds Aspects mécaniques
Ta slovenski standard je istoveten z: EN 17860-4:2025
ICS:
43.150 Kolesa Cycles
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EN 17860-4
EUROPEAN STANDARD
NORME EUROPÉENNE
October 2025
EUROPÄISCHE NORM
ICS 43.150
English Version
Carrier Cycles - Part 4: Heavyweight carrier cycles -
Mechanical and functional aspects
Cycles utilitaires - Partie 4 : Cycles utilitaires lourds - Lastenfahrräder - Teil 4: Schwere Lastenfahrräder -
Aspects mécaniques Mechanische und funktionale Aspekte
This European Standard was approved by CEN on 11 August 2025.

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, Türkiye 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
© 2025 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 17860-4:2025 E
worldwide for CEN national Members.

Contents Page
European foreword . 5
Introduction . 6
1 Scope . 7
2 Normative references . 7
3 Terms and definitions . 7
4 Use cases: commercial/professional use or low mileage use . 7
5 General vehicle requirements . 8
5.1 Numbers and condition of specimens for the strength tests . 8
5.2 Accuracy tolerances of test conditions for brake tests and strength tests . 8
5.3 Protrusions . 8
5.4 Sharp edges . 8
5.5 Securing and strength of safety-relevant fasteners. 8
5.6 Steering function . 8
5.7 Shimmy . 8
5.8 Requirements for loading areas/load securing . 8
5.9 Parking and stability . 8
5.9.1 Requirement . 8
5.9.2 Tipping stability of multi track carrier cycles . 8
5.9.3 Parking stability while loading . 8
5.9.4 Dynamic tipping stability of multi track carrier cycles . 8
5.9.5 Double lane change test . 8
5.9.6 Dynamic tipping stability on slopes . 9
5.9.7 Prevention of wheel jamming of multi track carrier cycles . 9
5.10 Pedal clearance . 9
5.10.1 Ground clearance . 9
5.10.2 Toe clearance . 9
5.11 Wheel and tyre assembly – clearance . 9
5.12 Wheel retention . 9
5.13 Vibrations, ergonomics and design . 9
6 Brakes . 10
6.1 General. 10
6.2 Hand-operated brakes . 10
6.2.1 Brake lever position . 10
6.2.2 Brake-lever grip dimension . 10
6.2.3 Attachment of brake assembly and cable requirements . 10
6.2.4 Brake-lever – Position of applied force . 10
6.2.5 Brake-block and brake-pad assemblies – Safety test . 10
6.2.6 Hand-operated braking-system – Strength test . 10
6.2.7 Back-pedal braking system – Strength test . 10
6.3 Requirements of the test method on a test track . 10
6.4 Requirements of the test method on a test bench. 11
6.4.1 Requirement for the minimum braking force . 11
6.4.2 Requirement for the uniformity of braking forces . 11
6.5 Tests . 11
7 Steering . 11
8 Frame . 11
8.1 Suspension frames — Special requirements . 11
8.2 Requirements for all frame types . 11
8.3 Frame – Dynamic test with pedalling forces . 12
8.3.1 General. 12
8.3.2 Test method . 12
8.4 Frame – Dynamic test with horizontal forces . 14
8.4.1 General. 14
8.4.2 Determination of the test loads . 15
8.4.3 Test method . 15
8.5 Frame — Dynamic test with a vertical force onto the seatpost . 17
8.6 Frame – Dynamic test with vertical forces onto the loading area . 17
8.7 Frame – Dynamic test with lateral forces . 17
8.7.1 General. 17
8.7.2 Determination of the lateral test load . 17
8.7.3 Requirement . 19
8.7.4 Test method . 19
8.8 Frame assembly – Impact test (falling frame) . 23
8.8.1 General. 23
8.8.2 Requirement . 23
8.8.3 Test method . 23
8.9 Frame – Brake mount test. 25
8.9.1 Requirements . 25
8.9.2 Brake mount fatigue test . 26
8.9.3 Brake mount static torque test . 26
8.10 Frame – Trailer suitability stress test . 27
8.10.1 Requirement . 27
8.10.2 Test method . 27
9 Front wheel fork . 27
9.1 General. 27
9.2 Installation of the axle and wheel fastening . 27
9.3 Front wheel fork —Static bending test . 27
9.3.1 Requirements . 27
9.3.2 Determination of the static test load (𝒙𝒙 ≥ 0,8 𝒛𝒛 ) . 27
𝑺𝑺 𝑺𝑺
9.3.3 Test method . 29
9.4 Front wheel fork — Dynamic bending test . 30
9.5 Front wheel fork — Rearward impact test . 30
9.6 Front forks for use with hub or disc brakes . 30
9.6.1 Requirements . 30
9.6.2 Front fork for hub/disc brake — Dynamic test of the brake mounting . 30
9.6.3 Front fork for hub/disc brake —Static braking torque test . 30
10 Wheels and wheel/tyre assembly . 30
11 Rims, tyres and tubes . 30
12 Mudguards/wheel covers . 31
13 Pedals and pedal/crank drive system . 31
14 Drive chain and drive belt . 31
15 Chain-wheel and belt-drive protective device . 31
16 Saddles, seatposts and seats . 31
17 Lighting systems and reflectors . 31
17.1 General. 31
17.2 Indicator lights . 31
17.3 Brake lights . 31
17.4 Retro reflective devices . 31
18 Warning device . 31
19 Rear-view mirror . 31
20 Safety belts for cyclists . 32
21 Marking . 32
22 Manufacturer’s instructions . 32
23 Structural integrity test . 32
23.1 General. 32
23.2 Requirements . 32
23.3 Verification methods . 32
Annex A (normative) Test cycles for professional/commercial use or low mileage use . 33
Annex B (informative) Examples of a “Complete vehicle test” . 34
Annex C (informative) Road test (Vehicle fatigue life test by means of test drives covering a
representative distance . 36
Annex D (informative) Construction regulation for a “Belgian Block” test track . 37
Annex E (informative) Roller bank test . 39
Annex F (informative) Vibration test for vehicles on a uniaxial vibrating table/shaker . 45
Annex G (informative) Frame – Dynamic test with vertical forces on front wheel/axle . 48
Bibliography . 51

European foreword
This document (EN 17860-4:2025) has been prepared by Technical Committee CEN/TC 333 “Cycles”, the
secretariat of which is held by UNI.
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 April 2026, and conflicting national standards shall be withdrawn at
the latest by April 2026.
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.
This document is part of the standard series consisting of the following parts. Users are invited to check which
parts are applicable to their situation:
— EN 17860-1:2024, Carrier Cycles — Part 1: Terms and definitions
— EN 17860-2:2024, Carrier Cycles — Part 2: Lightweight single track carrier cycles – Mechanical aspects
— EN 17860-3:2024, Carrier Cycles — Part 3: Lightweight multi track carrier cycles – Mechanical aspects
— EN 17860-4:2025, Carrier Cycles — Part 4: Heavyweight multi track carrier cycles – Mechanical and
functional aspects
— EN 17860-5:2024, Carrier Cycles — Part 5: Electrical aspects
— EN 17860-6:2025, Carrier Cycles — Part 6: Passenger transport
— EN 17860-7:2024, Carrier Cycles — Part 7: Cargo trailers
Any feedback and questions on this document should be directed to the users’ national standards body. A
complete listing of these bodies can be found on the CEN website.
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, Türkiye and the United Kingdom.
Introduction
This document gives requirements and test methods for mechanical and functional aspects for heavyweight
carrier cycles.
This document has been developed in response to demand throughout Europe. Its aim is to provide a
standard for the assessment of mechanical aspects for multi track carrier cycles of a type which are excluded
from type approval by Regulation (EU) No. 168/2013.
Because of the diversity of geometries and solutions of carrier cycles not all requirements and test methods in
this document may apply to every carrier cycle.
Examples of carrier cycle configurations can be found in EN 17860-2:2024, Annex A. EN 17860-2:2024,
Annex B provides a reading guide for parts 2, 3 and 4 of this standard series.
EN 17860-2:2024, Annex A, gives an overview of vehicle configurations.
EN 17860-2:2024, Annex B, provides a reading guide for the parts of this standard series.
EN 17860-2:2024, Annex J, contains a rationale explaining the choices made when developing the standard
series.
This document is based on a risk analysis, the focus is on mechanical aspects for multi track carrier cycles.
This document is a type C standard as specified in EN ISO 12100:2010. The machinery concerned and the
extent to which hazards, hazardous situations and hazardous events are covered are indicated in the scope of
this document.
1 Scope
This document is applicable to carrier cycles with or without electric assistance with a minimum gross vehicle
weight that is bigger than 300 kg and a maximum gross vehicle weight of 650 kg.
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.
EN 17860-1:2024, Carrier cycles - Part 1: Terms and definitions
EN 17860-2:2024, Carrier Cycles - Part 2: Lightweight single track carrier cycles - Mechanical aspects
EN 17860-3:2024, Carrier Cycles - Part 3: Lightweight multi track carrier cycles - Mechanical aspects
EN 17860-7:2024, Carrier cycles - Part 7: Cargo trailers
EN ISO 4210-3:2023, Cycles - Safety requirements for bicycles - Part 3: Common test methods (ISO 4210-3:2023)
EN ISO 4210-6:2023, Cycles - Safety requirements for bicycles - Part 6: Frame and fork test methods
(ISO 4210-6:2023, Corrected version 2023-08)
EN ISO 12100:2010, Safety of machinery - General principles for design - Risk assessment and risk reduction
(ISO 12100:2010)
3 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 17860-1:2024 and
EN ISO 12100:2010 apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https://www.iso.org/obp/
— IEC Electropedia: available at https://www.electropedia.org/
4 Use cases: commercial/professional use or low mileage use
The requirements in the main part of this standard refer to carrier cycles for commercial/professional use. In
case the manufacturer defines the carrier cycles to be intended for low mileage use, lower test values for
dynamic tests apply. Low mileage use is an expected yearly mileage of less than 3 500 km. Annex A gives the
lower test values for the relevant fatigue tests.
EXAMPLE Typical low mileage use cases are for instance cycles for landscaping, vending cycles, special needs
cycles, etcetera.
5 General vehicle requirements
5.1 Numbers and condition of specimens for the strength tests
EN 17860-2:2024, 5.1 applies.
5.2 Accuracy tolerances of test conditions for brake tests and strength tests
EN 17860-2:2024, 5.2 applies.
5.3 Protrusions
EN 17860-2:2024, 5.3 applies.
5.4 Sharp edges
EN 17860-2:2024, 5.4 applies.
5.5 Securing and strength of safety-relevant fasteners
EN 17860-2:2024, 5.5 applies.
5.6 Steering function
EN 17860-2:2024, 5.6 applies.
5.7 Shimmy
EN 17860-2:2024, 5.7 applies.
5.8 Requirements for loading areas/load securing
EN 17860-3:2024, 5.7 applies.
5.9 Parking and stability
5.9.1 Requirement
EN 17860-3:2024, 5.8.1 applies.
5.9.2 Tipping stability of multi track carrier cycles
EN 17860-3:2024, 5.8.2 applies.
5.9.3 Parking stability while loading
EN 17860-3:2024, 5.8.3 applies.
5.9.4 Dynamic tipping stability of multi track carrier cycles
EN 17860-3:2024, 5.8.4 applies.
5.9.5 Double lane change test
5.9.5.1 Requirement
A double-lane-change manoeuvre shall be used to evaluate the dynamic stability.
5.9.5.2 Test method
The specifications of a double-lane-change manoeuvre test track are given in Figure 1.
Key
A 1,1 × vehicle width + 0,25 m
B vehicle width + 1 m
Figure 1 — Dynamic tipping stability test track layout
The carrier cycle enters the course shown in Figure 1 from left to right entering at the test track width “A” at a
speed of at least 10 km/h and shall maintain the speed throughout the test, upon which the rider negotiates
the course without deviating from the track.
It is recommended the testing speed should be gradually increased and the test should be performed by an
experienced and skilled rider.
The test shall be carried out with an unladen carrier cycle and at maximum gross vehicle weight. For the fully
laden carrier cycle the test loads in the cargo areas shall be applied in accordance with the manufacturer's
load distribution resulting in the highest allowable centre of gravity.
5.9.6 Dynamic tipping stability on slopes
EN 17860-3:2024, 5.8.5 applies.
5.9.7 Prevention of wheel jamming of multi track carrier cycles
EN 17860-3:2024, 5.8.6 applies.
5.10 Pedal clearance
5.10.1 Ground clearance
EN 17860-3:2024, 5.9.1 applies.
5.10.2 Toe clearance
EN 17860-2:2024, 5.10.2 applies.
5.11 Wheel and tyre assembly – clearance
EN 17860-2:2024, 5.11 applies.
5.12 Wheel retention
EN 17860-3:2024, 5.11 applies.
5.13 Vibrations, ergonomics and design
EN 17860-2:2024, 5.14 applies.
6 Brakes
6.1 General
EN 17860-2:2024, 6.1 applies.
6.2 Hand-operated brakes
6.2.1 Brake lever position
EN 17860-2:2024, 6.2.1 applies.
6.2.2 Brake-lever grip dimension
EN 17860-2:2024, 6.2.2 applies.
6.2.3 Attachment of brake assembly and cable requirements
EN 17860-3:2024, 6.2.3 applies.
6.2.4 Brake-lever – Position of applied force
EN 17860-3:2024, 6.2.4 applies.
6.2.5 Brake-block and brake-pad assemblies – Safety test
EN 17860-3:2024, 6.2.5 applies.
6.2.6 Hand-operated braking-system – Strength test
EN 17860-3:2024, 6.2.6 applies.
6.2.7 Back-pedal braking system – Strength test
EN 17860-3:2024, 6.2.7 applies.
6.3 Requirements of the test method on a test track
EN 17860-2:2024, 6.3 applies with the following addition to point b):
The carrier cycle shall exhibit uniform, safe braking behaviour. When testing on the test track, the
characteristics of uniform, safe stopping shall be taken to mean that the following shall not occur when
stopping within the required, specified distance:
1) increased juddering;
2) locking-up of the front wheel(s);
3) loss of control over the carrier cycle due to excessive skidding which may cause the rider to place his/her
foot on the ground in order to regain control or departure from the track by more than 5 % of the braking
distance length of the multi track carrier cycle. Active counter-steering is not permissible in this case. If
the carrier cycle at any time during brake tests pulls sideways, then the brake system has failed, and the
test shall be interrupted.
With some brake systems, it will not be possible to completely prevent a wheel from skidding during braking;
this is regarded as permissible as long as the situation described in b) 3 does not occur.
The requirement in point 3) regarding the departure from the track by more than 5 % can be checked by
tensioning a guide line or using a straight chalk mark on the road.
The requirement for the vehicle to swerve by a maximum of 5 % refers to a lateral deviation from the centre
line during braking of either the front axle or the rear axle. Example: with a measured braking distance of 6 m,
one of the axles may move sideways by a maximum of 0,3 m.
6.4 Requirements of the test method on a test bench
6.4.1 Requirement for the minimum braking force
EN 17860-2:2024, 6.4 applies with the following addition to point a):
During the test, the carrier cycle shall meet the requirements listed in Table 3 of EN 17860-2:2024, 6.4.
Additionally, in order to test the uniform braking effect of both brakes on an axle of a multi track carrier cycle
in order to avoid sideways skidding while braking, the braking forces shall be measured simultaneously on a
test bench.
6.4.2 Requirement for the uniformity of braking forces
In the upper 2/3 of the test range, the difference in braking forces on the wheels of an axle shall not be more
than 25 % based on the higher measured value. During the evaluation, it shall be ensured that the measured
value at the time a wheel was blocked is not included in the evaluation.
Compliance with this requirement shall be checked axle by axle when testing on a brake test bench as follows,
see Formula (1):
Difference in braking forces
× 100≤∆ in % (1)
Br max
( )
greater braking force
where
∆Br(max)
is the maximum permissible difference in braking forces
6.5 Tests
EN 17860-2:2024, 6.5 applies.
7 Steering
EN 17860-3:2024, 7 applies.
8 Frame
8.1 Suspension frames — Special requirements
EN 17860-2:2024, 8.1 applies.
8.2 Requirements for all frame types
In the test in accordance with 8.3 to 8.9, no visible cracks or fractures shall occur on any part of the frame, and
no suspension system components shall become detached.
For carrier cycles with electrically power assistance using a drive unit located at the bottom bracket (mid-
drive motor), for the frame tests that either use a fixation at the bottom bracket or where a force is applied to
the bottom bracket instead of the original drive unit, a dummy unit may be used with the same position of the
pedal axis. The dummy shall use the same mounting points as the original motor and the use of the dummy
shall not alter the outcome of the test.
In systems made of composite materials, the values of the maximum deflection shall not increase by more
than 20 % in comparison with the initial values over the test time (range between two peak values) at the
force application points (see EN ISO 4210-3:2023, 4.6).
8.3 Frame – Dynamic test with pedalling forces
8.3.1 General
In tests on suspension frames with hinged joints, the springs, air pressure and dampers shall be adjusted such
that the maximum possible resistance is achieved; or the spring unit shall be replaced with a rigid connector,
where it shall be ensured that the attachments on the frame and the lateral rigidity of the original design are
represented precisely.
8.3.2 Test method
For multi track three wheel carrier cycles with the single wheel at the front mounted to a fork, the front wheel
fork may be replaced with a dummy front fork (see EN 17860-2:2024, Annex G) with the same length and at
least the same rigidity as those of the original front fork.
The frame unit shall be clamped in a device in accordance with Figure 2 a), where the front wheel axle of the
front fork or the dummy front fork is fastened in a rigid attachment with a height of R (radius of the
w
wheel/tyre unit ± 30 mm), where the hub can be rotated freely around the axle. The rear axis or the rear
wheels shall be attached to a suitable device such that the frame is able to extend or shorten the wheelbase
under the action of the test loads.
For multi track three wheel carrier cycles with the single wheel at the rear the frame unit shall be clamped in
a device according to Figure 2 b), where both front wheels are fastened in a rigid attachment with a height of
R (radius of the wheel/tyre unit ± 30 mm), where the hubs can be rotated freely around the axle. The rear
w
fork dropouts are fastened on the axle in a rigid, perpendicular support with a height of R (radius of the
w
wheel/tyre unit ± 30 mm). Here, the upper attachment of the support shall be freely rotatable around the rear
wheel axle but rigidly clamped laterally, and the lower end of the support shall be fitted with a ball joint.
For multi track four wheel carrier cycles the frame unit shall be clamped in a device according to Figure 2 c),
where both front wheels are fastened in a rigid attachment with a height of R (radius of the wheel/tyre
w
unit ± 30 mm), where the hubs can be rotated freely around the axle. The rear axis or the rear wheels shall be
attached to a suitable device such that the frame is able to extend or shorten the wheelbase under the action
of the test loads.
Either a crank/chain-wheel set unit or preferably a fixed, rigid dummy unit with the dimensions of the
original parts shall be fastened on the crank hanger in accordance with Figure 2 and according to Point a) or
Point b).
a) If a crank/chain-wheel set unit is used, both cranks shall be inclined forwards and 45° (to ± 2,0°)
downwards from the horizontal in case the carrier cycle is equipped with a saddle, for carrier cycles
where the rider is placed on a seat and the pedalling movement is forward and downward, both cranks
shall be inclined upwards and 45° (to ± 2,0°) forwards from the direction of the pedalling force as shown
in Figure 2 c). The front end of the chain shall be placed on the middle chain-wheel set in the case of three
chain-wheel sets or on the smaller chain-wheel in the case of two chain-wheel sets or on the only chain-
wheel in the case of single chain-wheel sets. The rear end of the chain shall be fastened at a right angle on
the rear wheel axle.
b) If an adapter unit (as shown in Figure 2) is used, it shall be fastened so that it can rotate freely around the
axis of the crank hanger, and the length, L, of the two dummy cranks shall be 175 mm; where both
dummy cranks shall be mounted facing forwards and inclined 45° (to ± 2,0°) downwards from the
horizontal in case the carrier cycle is equipped with a saddle, for carrier cycles where the rider is placed
on a seat and the pedalling movement is forward and downward, both dummy cranks shall be inclined
upwards and 45° (to ± 2,0°) forwards from the direction of the pedalling force as shown in Figure 2 c).
The dummy cranks shall be fixed in position by a vertical lever arm (which replaces the chain-wheel set)
and a draw bar with ball joints at both ends which is fastened to the rear wheel axle at a right angle or to
an intermediate gear, if present. The length of the vertical lever arm (R ) shall be 75 mm, and the draw
c
bar axis shall run through the centreline of the frame at a distance of 50 mm parallel to the vertical plane.
c) If the power transmission to the drive wheel is not mechanical (e.g. not by means of a drive belt or chain,
but electrical by conversion of the energy by a generator), the test shall be carried out with a generator
blocked or using a dummy drive unit in such a way that both cranks can also be mounted facing forwards
and incline at 45° (up to ± 2,0°) to the horizontal. The draw bar (2) in Figure 2 is omitted in this case.
A test load, F, is repeatedly applied in the direction of the pedalling force, inclined by 7,5° (to ± 0,5°) from the
perpendicular centreline at a distance of 150 mm from the centreline of the frame onto each pedal (or each
equivalent adapter part), as shown in Figure 2. In general, for carrier cycle with a saddle the direction of the
pedalling force is assumed to be vertical. For carrier cycle with a seat the direction of the pedalling force can
be assumed to be the line from the crank axis to the centre of the backrest as shown in Figure 2c). In this case,
the inclination of the pedalling force by 7,5° is omitted.
On application of these test loads, the force acting on a “pedal axis” shall be reduced to ≤ 5 % of the maximum
force before the force is applied onto the other “pedal axis”.
The test load of 1 200 N shall be applied for 200 000 cycles (c1), where a cycle consists of loading relief with
two test loads. The maximum test frequency shall be adhered to as specified in accordance with EN ISO 4210-
3:2023, 4.5. The number of test cycles (c1) for carrier cycles that have been defined by the manufacturer to be
intended for low mileage use can be found in Annex A.

a) Multi track three wheel carrier cycle with single wheel on front fork

b) Multi track three wheel carrier cycle with single wheel at rear
c) Multi track four wheel carrier cycle with driver seat
Key
R height of the rigid attachment and the vertical connector
w
Rc length of the vertical lever arm
L length of the dummy front fork
1 ball joint
2 draw bar
F test load
Figure 2 — Frame – Dynamic test with pedalling forces
8.4 Frame – Dynamic test with horizontal forces
8.4.1 General
The use of the front fork, if present, for testing is recommended – see EN 17860-2:2024, Clause 9.
The position of the centre of gravity shall be determined at the most critical permissible total mass.
A rear axle suspension or spring element shall be blocked by the setting of the spring/damper unit, by an
external device or by replacing the spring element with a solid connector of a suitable size such that the
elements are compressed as specified by the manufacturer or, if there is no specification, by 20 % of the total
spring travel.
In the case of carrier cycles with front wheel mountings that are not designed in the form of a front fork (e.g.
axle pivot / kingpin steering), the test load determined in accordance with 8.4.2 shall not be applied forwards
and backwards on the front wheel axle but on the rear axle as a force acting in the direction of motion, and the
resulting braking torque around the respective front axles shall be introduced into the frame.
To do this, the front axle shall be fixed in position using the intended wheel (or, for cycles with multiple front
wheels: wheels) at the centre of tyre contact. Alternatively, the axle shall be supported on a vertical support
that can freely rotate on both its mount and the axle and thus realistically represents the wheel(s) blocked via
the brake support is/are represented realistically. The resulting braking torque around the wheel axle(s) is to
be transferred to the corresponding brake mounts on the frame using a suitable adapter accordingly. The test
load shall then be introduced in the direction of motion via the rear wheel axle (or axles).
The mechanical set-up will vary with the frame design, but shall be similar to EN ISO 4210-6:2023, 4.6.3 and
5.6.3.
8.4.2 Determination of the test loads
8.4.2.1 General
The total mass and centre of gravity position of the carrier cycle shall be known to determine the test loads.
If the centre of gravity of the carrier cycle is not known, it can be determined practically (see EN 17860-
3:2024, Annex B.1) or estimated mathematically (see EN 17860-3:2024, Annex B.2). The position of the
centre of gravity shall be determined at the most critical permissible total mass.
8.4.2.2 Overall centre of gravity position far to the rear/down ( x ≥ 0,8 z )
S S
The manufacturer is responsible for the loading scenario for determining the centre of gravity position. The
test load, F , shall be determined, depending on the total mass, m, and the centre of gravity position, (x /z ),
Test s s
as a total braking force minus half of the braking force acting on the rear wheel for a deceleration of 5,5 m/s
as follows, see Formula (2):
 
m× g× x ma×× z
µ
SS
F = ma×−  −  (2)
Test
 
2 WB WB
 
where
F the dynamic test load in horizontal direction;
Test
a 5,5 m/s ;
g 9,81 m/s ;
μ 0,8;
m is the total mass, in kg;
WB is the wheelbase, in mm;
x is the horizontal distance of the overall centre of gravity from the front axle, in mm;
s
z is the height of the overall centre of gravity above the roadway, in mm.
s
8.4.2.3 Overall centre of gravity at the front/high ( < 0,8 )
x z
S S
Up to a total mass of 120 kg, the test load is F ±500 N ; if the total mass m of the carrier cycle is higher, the
Test
test load, F is determined as m/120 kg × 500 N.
Test
8.4.3 Test method
The frame shall be clamped in the normal position, freely rotatable, at the rear fork dropouts (i.e. preferably
at the rear wheel axle), as shown in Figure 3. It shall be ensured that the frame is clamped in the position
corresponding to the normal intended use of the carrier cycle. If the front and rear wheel diameters are the
same size, both axles shall align.
Dynamic horizontal forces, F , shall be applied forwards and backwards for 200 000 cycles (c2) onto the
Test
axle mounting, as shown in Figure 3 a), where the front wheel fork is fixed in position during force application
in the vertical plane but the front fork is able to move freely forwards and backwards. In the case of carrier
cycles w
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