BS ISO 16333-2011 Heavy commercial vehicles and buses Steady-state rollover threshold Tilt-table test method《商用重型车辆和客车 稳态倾翻阈值 倾台试验方法》.pdf

1、raising standards worldwideNO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWBSI Standards PublicationBS ISO 16333:2011Heavy commercial vehicles andbuses Steady-state rolloverthreshold Tilt-table testmethodBS ISO 16333:2011 BRITISH STANDARDNational forewordThis British Standard i

2、s the UK implementation of ISO 16333:2011.The UK participation in its preparation was entrusted to TechnicalCommittee AUE/15, Safety related to vehicles.A list of organizations represented on this committee can beobtained on request to its secretary.This publication does not purport to include all t

3、he necessaryprovisions of a contract. Users are responsible for its correctapplication. BSI 2011ISBN 978 0 580 72779 5ICS 43.080.01Compliance with a British Standard cannot confer immunity fromlegal obligations.This British Standard was published under the authority of theStandards Policy and Strate

4、gy Committee on 30 April 2011.Amendments issued since publicationDate Text affectedBS ISO 16333:2011Reference numberISO 16333:2011(E)ISO 2011INTERNATIONAL STANDARD ISO16333Second edition2011-02-15Heavy commercial vehicles and buses Steady-state rollover threshold Tilt-table test method Vhicules util

5、itaires lourds et autobus Seuil statique de renversement Mthode dessai du plateau inclin BS ISO 16333:2011ISO 16333:2011(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 not be edited unless the t

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10、Web www.iso.org Published in Switzerland ii ISO 2011 All rights reservedBS ISO 16333:2011ISO 16333:2011(E) ISO 2011 All rights reserved iiiContents Page Foreword iv Introduction.v 1 Scope1 2 Normative references1 3 Terms and definitions .1 4 Principle .2 5 Variables.4 6 Measuring equipment .4 6.1 Ge

11、neral .4 6.2 Description.4 6.3 Data processing.5 7 Test conditions 5 7.1 General .5 7.2 Tilt-table properties.5 7.3 Ambient conditions.5 7.4 Test vehicle 5 8 Test procedure.6 8.1 Installation of vehicle on tilt-table .6 8.2 Test tilts7 9 Data analysis8 9.1 General .8 9.2 Tilt-table ratio.8 9.3 Optio

12、nal data presentations.8 Annex A (normative) Test report Additional test conditions.12 Annex B (informative) Error sources 13 BS ISO 16333:2011ISO 16333:2011(E) iv ISO 2011 All rights reservedForeword ISO (the International Organization for Standardization) is a worldwide federation of national stan

13、dards bodies (ISO member bodies). The work of preparing International Standards is normally carried out through ISO technical committees. Each member body interested in a subject for which a technical committee has been established has the right to be represented on that committee. International org

14、anizations, governmental and non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization. International Standards are drafted in accordance with the rules given

15、 in the ISO/IEC Directives, Part 2. The main task of technical committees is to prepare International Standards. Draft International Standards adopted by the technical committees are circulated to the member bodies for voting. Publication as an International Standard requires approval by at least 75

16、 % 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 of patent rights. ISO shall not be held responsible for identifying any or all such patent rights. ISO 16333 was prepared by Technical Committee ISO/TC 22, Road

17、 vehicles, Subcommittee SC 9, Vehicle dynamics and road-holding ability. This second edition cancels and replaces the first edition (ISO 16333:2004), of which it constitutes a minor revision. BS ISO 16333:2011ISO 16333:2011(E) ISO 2011 All rights reserved vIntroduction The main purpose of this Inter

18、national Standard is to provide repeatable and discriminatory test results. The dynamic behaviour of a road vehicle is a very important aspect of active vehicle safety. Any given vehicle, together with its driver and the prevailing environment, constitutes a closed-loop system that is unique. The ta

19、sk of evaluating the dynamic behaviour is therefore very difficult since the significant interaction of these driver-vehicle-environment elements are each complex in themselves. A complete and accurate description of the behaviour of the road vehicle must necessarily involve information obtained fro

20、m a number of different tests. Since this test method quantifies only one small part of the complete vehicle handling characteristics, the results of these tests can only be considered significant for a correspondingly small part of the overall dynamic behaviour. Moreover, insufficient knowledge is

21、available concerning the relationship between overall vehicle dynamic properties and accident avoidance. A substantial amount of work is necessary to acquire sufficient and reliable data on the correlation between accident avoidance and vehicle dynamic properties in general and the results of these

22、tests in particular. Consequently, any application of this test method for regulation purposes will require proven correlation between test results and accident statistics. BS ISO 16333:2011BS ISO 16333:2011INTERNATIONAL STANDARD ISO 16333:2011(E) ISO 2011 All rights reserved 1Heavy commercial vehic

23、les and buses Steady-state rollover threshold Tilt-table test method 1 Scope This International Standard specifies a tilt-table test method for estimating the steady-state rollover threshold of a heavy commercial vehicle or bus, i.e. the maximum lateral acceleration that the test vehicle could susta

24、in in steady-state turning without rolling over. It is applicable to complete roll units/combinations of roll-coupled vehicle units e.g. single-unit vehicles, tractor-semitrailer combinations, articulated buses, full trailers, B-train combinations of commercial vehicles, commercial vehicle combinati

25、ons, buses or articulated buses as defined in ISO 3833, and under Categories M3, N2, N3, O3 and O4 of ECE and EC vehicle regulations (trucks and trailers with maximum weights above 3,5 t and buses and articulated buses with maximum weights above 5 t). It does not cover transient, vibratory or dynami

26、c rollover situations; nor does it consider the influences of dynamic stability control systems. Furthermore, the quality of the estimate of the steady-state rollover threshold provided by the test method decreases as the tilt angle required to produce rollover increases. Even so, the results for he

27、avy vehicles with high rollover thresholds can be used for comparing their relative steady-state roll stability. NOTE For further limitations of the specified test method, see Annex B. 2 Normative references The following referenced documents are indispensable for the application of this document. F

28、or dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. ISO 3833, Road vehicles Types Terms and definitions ISO 8855, Road vehicles Vehicle dynamics and road-holding ability Vocabulary ISO 15037-2:

29、2002, Road vehicles Vehicle dynamics test methods Part 2: General conditions for heavy vehicles and buses 3 Terms and definitions For the purposes of this document, the terms and definitions given in ISO 8855 and ISO 15037-2, and the following apply. 3.1 critical tilt angle Tcangle at which critical

30、 wheel lift occurs 3.2 critical wheel lift first moment at which one or more wheels lift from the table surface, following which, stable roll equilibrium of the vehicle cannot be established BS ISO 16333:2011ISO 16333:2011(E) 2 ISO 2011 All rights reserved3.3 roll unit essentially self-supporting co

31、mbination of roll-coupled vehicle units, the combination being free to roll independently of other units NOTE Typically, vehicle units joined by fifth-wheel couplings (which provide roll coupling) belong to the same roll unit, while vehicle units joined by pintle hitches (which do not provide roll c

32、oupling) belong to different roll units. Roll units including converter dollies could require minor vertical support at the drawbar pintle hitch. 3.4 steady-state rollover threshold maximum magnitude of lateral acceleration that a vehicle can sustain during steady-state cornering on a flat surface w

33、ithout rolling over 3.5 tilt angle Tangle between the horizontal and a vector that is in the plane of the tilt-table surface and is perpendicular to the tilt axis 3.6 tilt-table apparatus for supporting a vehicle on its tyres on a nominally planar surface and for tilting the vehicle in roll by tilti

34、ng that surface about an axis nominally parallel to the X-axis of the vehicle NOTE A tilt-table can be composed either of a single structure supporting all tyres of the vehicle on a contiguous surface or of multiple structures supporting one or more axles on separate, but nominally coplanar, surface

35、s. 3.7 tilt-table ratio TTR tan (Tc), i.e. tan(T), at the occurrence of critical wheel lift 3.8 trip rail rail or kerb fixed to the tilt-table surface and oriented longitudinally beside the low-side tyre(s) in order to prevent the tyre(s) from sliding sideways 3.9 wheel lift of the ithaxle lwicondit

36、ion in which either all left or all right tyres of the ithaxle are out of contact with the surface of the tilt-table NOTE It is a logical variable with values of 1 (true) or 0 (false). 4 Principle The tilt-table test is a physical simulation of the roll-plane behaviour of a vehicle in a quasi-steady

37、-state turn of gradually increasing severity. In this test, the vehicle is mounted on a tilt-table with the vehicles longitudinal axis located parallel to an axis about which the table can be tilted. The tilt-table is then gradually tilted up to the point at which the vehicle becomes unstable in rol

38、l. Safety restraints are used to prevent the actual rollover of the vehicle. When the table is at a non-zero tilt angle, the test simulates a non-vibratory steady turn. As shown in Figure 1, the component of gravitational forces parallel to the table surface provides a simulation of the centrifugal

39、forces experienced by a vehicle in turning manoeuvres. The progressive application of these forces by slowly tilting the table serves to simulate the effects of quasi-statically increasing lateral acceleration in steady turning manoeuvres. BS ISO 16333:2011ISO 16333:2011(E) ISO 2011 All rights reser

40、ved 3When the table is tilted, the centrifugal force is simulated by the component of the gravitational force parallel to the table surface, mgsin(T), and the weight of the vehicle is simulated by the component of the gravitational force that is perpendicular to the table, mgcos(T), where m is the m

41、ass of the vehicle, g is the gravitational acceleration and Tis the tilt angle. Since the primary mechanism of actual rollover depends on the ratio of the centrifugal forces to the vertical forces, it is appropriate to take the ratio of the simulated lateral acceleration forces to the simulated weig

42、ht to represent the lateral acceleration. At the moment of roll instability, i.e. when critical wheel lift occurs, the tangent of the tilt angle, i.e. the tilt-table ratio (TTR), is an estimate of the steady-state rollover threshold, expressed in gravitational units: ()()()TcTcTcsinTTR tancosmgmg=(1

43、) As the vehicle is progressively tilted during the tilt-table test, vertical load is progressively transferred from tyres on one side of the vehicle to tyres on the other side. Tyres on the unloaded side will eventually lift off of the table surface. Typically, wheel lift does not take place simult

44、aneously for all axles; rather, lift-off occurs at different axles at different angles of tilt. Tyres that lift off of the table early in the process may rise well off the table surface before the critical wheel lift occurs and the vehicle becomes unstable in roll. It is often the case that the vehi

45、cle will become unstable even though all tyres of one or more axles (often the steer axle) remain firmly on the table surface. The tilting motion of the table should be stopped simultaneously with the vehicle becoming unstable in roll, and safety restraints should be arranged to arrest the roll moti

46、on of the vehicle immediately following that critical tyre-lift event. Annex B presents further discussion of the tilt-table test method dealing with conceptual and practical sources of error. Key 1 simulated centrifugal force = mgsin(T) 2 actual weight = mg 3 simulated weight = mgcos(T) Figure 1 Sc

47、hematic diagram of tilt-table test BS ISO 16333:2011ISO 16333:2011(E) 4 ISO 2011 All rights reserved5 Variables The following variables shall be determined: a) wheel lift at each axle (lwi); b) tilt angle at each axle of the vehicle (Ti). Alternatively, where it is independently assured that all val

48、ues of Tiare within a range of 0,1, tilt angle (T) shall be determined. Some or all of the following variables should be determined, in order to aid in analysing the vehicles behaviour: roll angle(s) relative to the tilt-table surface at relevant positions on the sprung mass(es); roll angle(s) relat

49、ive to the tilt-table surface of unsprung mass(es); lateral suspension deflections; tyre deflections; air-spring pressures; lateral deflections of relevant elements of the chassis or payload. It is also recommended that the data record include event markers to indicate the occurrence of significant events of interest, e.g. the transition through spring lash. 6 Measuring equipment 6.1 General Measurement and recording equipment shall be in accordance with ISO 15037-2.