BS ISO 9815-2010 Road vehicles - Passenger-car and trailer combinations - Lateral stability test《道路车辆 轿车和拖车的组合 横向稳定性试验》.pdf

1、raising standards worldwide NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAW BSI Standards Publication BS ISO 9815:2010 Road vehicles Passenger- car and trailer combinations Lateral stability testBS ISO 9815:2010 BRITISH STANDARD National foreword This British Standard is the U

2、K implementation of ISO 9815:2010. It supersedes BS ISO 9815:2003 which is withdrawn. The UK participation in its preparation was entrusted to Technical Committee AUE/15, Safety related to vehicles. A list of organizations represented on this committee can be obtained on request to its secretary. Th

3、is publication does not purport to include all the necessary provisions of a contract. Users are responsible for its correct application. BSI 2010 ISBN 978 0 580 67592 8 ICS 43.100 Compliance with a British Standard cannot confer immunity from legal obligations. This British Standard was published u

4、nder the authority of the Standards Policy and Strategy Committee on 31 August 2010 Amendments issued since publication Date Text affectedBS ISO 9815:2010Reference number ISO 9815:2010(E) ISO 2010INTERNATIONAL STANDARD ISO 9815 Third edition 2010-05-01 Road vehicles Passenger-car and trailer combina

5、tions Lateral stability test Vhicules routiers Ensembles voiture particulire et remorque Essai de stabilit latrale BS ISO 9815:2010 ISO 9815:2010(E) PDF disclaimer This PDF file may contain embedded typefaces. In accordance with Adobes licensing policy, this file may be printed or viewed but shall n

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10、 E-mail copyrightiso.org Web www.iso.org Published in Switzerland ii ISO 2010 All rights reservedBS ISO 9815:2010 ISO 9815:2010(E) ISO 2010 All rights reserved iiiContents Page Foreword iv Introduction.v 1 Scope1 2 Normative references1 3 Terms, definitions and symbols 1 4 Measurement variables.2 5

11、General conditions 2 5.1 Compliance 2 5.2 Measuring equipment .2 5.3 Test track3 5.4 Wind velocity .3 5.5 Loading conditions .3 6 Test method .5 6.1 General .5 6.2 Test runs.5 7 Data analysis7 7.1 General .7 7.2 Individual test runs8 7.3 Zero-damping speed .10 7.4 Reference-damping speed10 7.5 Refer

12、ence-speed damping11 8 Data presentation 11 8.1 General data.11 8.2 Test conditions 11 8.3 Results11 Annex A (normative) Test report General data (supplement to ISO 15037-1:2006, Annex A).12 Annex B (normative) Test results15 Annex C (normative) Steady-state behaviour16 Bibliography17 BS ISO 9815:20

13、10 ISO 9815:2010(E) iv ISO 2010 All rights reservedForeword ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing International Standards is normally carried out through ISO technical committees. Eac

14、h member body interested in a subject for which a technical committee has been established has the right to be represented on that committee. International organizations, governmental and non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the Internation

15、al Electrotechnical Commission (IEC) on all matters of electrotechnical standardization. International Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2. The main task of technical committees is to prepare International Standards. Draft International Standard

16、s adopted by the technical committees are circulated to the member bodies for voting. Publication as an International Standard requires approval by at least 75 % of the member bodies casting a vote. Attention is drawn to the possibility that some of the elements of this document may be the subject o

17、f patent rights. ISO shall not be held responsible for identifying any or all such patent rights. ISO 9815 was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 9, Vehicle dynamics and road-holding ability. This third edition cancels and replaces the second edition (ISO 9815:

18、2003), which has been technically revised. BS ISO 9815:2010 ISO 9815:2010(E) ISO 2010 All rights reserved vIntroduction The main purpose of this International Standard is to provide repeatable and discriminatory test results. The dynamic behaviour of a road vehicle is a very important aspect of acti

19、ve vehicle safety. Any given vehicle, together with its driver and the prevailing environment, constitutes a closed-loop system that is unique. The task of evaluating the dynamic behaviour is therefore very difficult since the significant interaction of these driver-vehicle-environment elements are

20、each complex in themselves. A complete and accurate description of the behaviour of the road vehicle must necessarily involve information obtained from a number of different tests. Since this test method quantifies only one small part of the complete vehicle handling characteristics, the results of

21、these tests can only be considered significant for a correspondingly small part of the overall dynamic behaviour. Moreover, insufficient knowledge is available concerning the relationship between overall vehicle dynamic properties and accident avoidance. A substantial amount of work is necessary to

22、acquire sufficient and reliable data on the correlation between accident avoidance and vehicle dynamic properties in general and the results of these tests in particular. Consequently, any application of this test method for regulation purposes requires proven correlation between test results and ac

23、cident statistics. BS ISO 9815:2010BS ISO 9815:2010 INTERNATIONAL STANDARD ISO 9815:2010(E) ISO 2010 All rights reserved 1Road vehicles Passenger-car and trailer combinations Lateral stability test 1 Scope This International Standard specifies a lateral stability test for passenger-car and trailer c

24、ombinations. It is applicable to passenger cars in accordance with ISO 3833, and also to light trucks, and their trailer combinations. The lateral stability test determines the damping characteristic of the yaw oscillation of such towing-vehicle trailer combinations excited by a defined steering imp

25、ulse. The combination is initially driven in a steady-state, straight-ahead driving condition. Oscillation of the vehicle is then initiated by the application of a single impulse of steering, followed by a period in which steering is held fixed and the oscillation of the combination is allowed to da

26、mp out. Testing is conducted at several constant speeds. Where non-periodic instability is of interest, a steady-state circular test is specified. 2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, only the edition

27、cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. ISO 1176, Road vehicles Masses Vocabulary and codes ISO 2416, Passenger cars Mass distribution ISO 3833, Road vehicles Types Terms and definitions ISO 4138:2004, Passenger cars St

28、eady-state circular driving behaviour Open-loop test methods ISO 8855, Road vehicles Vehicle dynamics and road-holding ability Vocabulary ISO 15037-1:2006, Road vehicles Vehicle dynamics test methods Part 1: General conditions for passenger cars 3 Terms, definitions and symbols For the purposes of t

29、his document, the terms, definitions and symbols given in ISO 3833, ISO 8855 and the following apply. 3.1 yaw articulation angle angle of the X Caxis relative to the X Taxis, i.e. angle between the X axes of each of the two units, with the polarity determined by the rotation of the towing vehicle re

30、lative to the trailer NOTE The letters “C” and “T” are used as subscripts to distinguish between variables associated with the towing vehicle (car or light truck) and the trailer, respectively. For example, the longitudinal axis of the intermediate axis system of the towing vehicle is designated as

31、X C , and the lateral acceleration of the trailer is designated as a YT . BS ISO 9815:2010 ISO 9815:2010(E) 2 ISO 2010 All rights reserved3.2 mean gradient (of the test track) G change in elevation of the track surface between two points along the path of the vehicle divided by the horizontal distan

32、ce between those points, where the two points are those that define, as closely as is practicable, that segment of the track travelled by the test vehicle between the times t 2and t n , respectively For t 2and t n , see 6.2.2 and 7.2.3, respectively. NOTE This gradient is dimensionless and is positi

33、ve for a test vehicle travelling uphill and negative for a test vehicle travelling downhill. 4 Measurement variables When performing this test procedure, the following shall be measured: steering-wheel angle, H , longitudinal velocity of the towing vehicle, v X , lateral acceleration of the trailer,

34、 a XT , yaw articulation angle between towing vehicle and trailer, . The following should be measured: yaw velocity of the towing vehicle, C d ; dt yaw velocity of the trailer, T d . dt NOTE These variables are not intended to comprise a complete list. 5 General conditions 5.1 Compliance The general

35、 conditions of the test shall be in accordance with ISO 15037-1, with the additions and exceptions given in this clause. 5.2 Measuring equipment The measurement variables given in Clause 4 shall be monitored using appropriate transducers. The requirements of ISO 15037-1 regarding measurement and rec

36、ording equipment shall be applied to both towing vehicle and trailer. Typical operating ranges and recommended maximum errors for variables not considered by ISO 15037-1 are given in Table 1. A steering-wheel stop or marking may be used. The use of a steering machine is optional. Table 1 Variables,

37、operating ranges and recommended maximum errors Addendum to ISO 15037-1:2006, Table 1 Variable Typical operating range Recommended maximum error (of combined transducer/recorder system) Articulation angle 20 0,2 BS ISO 9815:2010 ISO 9815:2010(E) ISO 2010 All rights reserved 35.3 Test track In additi

38、on to the test track requirements of ISO 15037-1, the mean gradient of the test track along the path of the vehicle, G , shall be within the range 0,01. G shall be recorded for each test run. See 6.2.1 and 7.2.1 for related requirements. In addition, the test surface shall be maintained over a track

39、 with a minimum width of 8 m. An increased run-off area should be provided in addition to the specified test surface. Inasmuch as yaw damping of articulated vehicles is known to be sensitive to the longitudinal slope of the test track, the test should be conducted in both directions whenever G appro

40、aches the allowed maximum. 5.4 Wind velocity Wind velocity shall be in accordance with ISO 15037-1 and, in addition, should not exceed 2,5 m/s. 5.5 Loading conditions 5.5.1 Towing vehicle The total mass of the towing vehicle shall consist of the complete vehicle kerb mass (ISO 1176, code ISO-M06) pl

41、us driver and instrumentation (combined mass should not exceed 150 kg). The location of the instrumentation shall be such as to minimize its effect on the yaw moment of inertia of the towing vehicle. The tests should be repeated at a maximum loading condition of the towing vehicle or at other loadin

42、g conditions of interest or all these. For the maximum loading condition, the total mass of a fully laden vehicle shall consist of the complete vehicle kerb mass plus 68 kg for each seat in the passenger compartment, with the static load at the coupling ball and the remaining maximum luggage mass eq

43、ually distributed over the luggage compartment in accordance with ISO 2416. Loading of the passenger compartment shall be such that the actual wheel loads are equal to those obtained by loading each seat with 68 kg in accordance with ISO 2416. The mass of instrumentation shall be included in the veh

44、icle mass. Care shall be taken to ensure that the moments of inertia are representative of the loading conditions of the vehicle in normal use. The total mass of the fully laden towing vehicle, including the equivalent mass of the static load at the coupling ball, shall not exceed the maximum design

45、 total mass (ISO 1176, code ISO-MO7), nor shall the front and rear axle loads exceed their respective maximum design values with the load applied at the coupling ball. If a load- distributing coupling is used, these axle loads should be assessed after engagement of the load-distributing mechanisms (

46、see 5.5.4), except where this is counter to the recommendations of the manufacturer of the towing vehicle. 5.5.2 Trailer The trailer shall be loaded to its maximum authorized total mass (ISO 1176, code ISO-M08) or until the maximum design mass of vehicle combination (ISO 1176, code ISO-M18) is reach

47、ed, whichever is the lesser of the two masses. If the type of trailer allows various load distributions, the load shall be distributed in such a way as to produce realistic and representative values of the yaw moment of inertia, centre-of-gravity height and the static load at the coupling ball (see

48、5.5.3). Optionally, tests may also be carried out with any other towed mass of interest. The mass, centre-of-gravity position and yaw moment of inertia of the trailer as tested shall be measured and noted in the general data (see Annex A). Alternatively, a description of the loading condition, adequ

49、ate to reproduce these properties with reasonable accuracy, shall be provided. 5.5.3 Static load on the coupling ball Tests shall be carried out with the maximum permissible static load on the coupling ball as determined by the maximum coupling load allowable for the towing vehicle, the trailer or the coupling itself, whichever is the smallest. However, it is necessary to reduce further the static load on the coupling ball if it causes the load on BS ISO 9815:2010 ISO 9