1、_ SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising there
2、from, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions. Copyright 2017 SAE International All rights reserved. No part of this p
3、ublication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: +1 724-776-497
4、0 (outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/standards.sae.org/J2664_201710 SURFACE VEHICLE RECOMMENDED PRACTICE J2664 OCT2017 Issued 2006-06 Revised 2017-10
5、Superseding J2664 JUN2006 Trailer Sway Response Test Procedure RATIONALE SAE J2664 has been revised to comply with current SAE formatting, review policy and updated to SAE Recommended Practice based on its use in the industry. FOREWORD The need for a consistent test procedure to quantify trailer nat
6、ural sway response has been recognized over the past few decades; significant development from several sources has been reported. The development of this document utilized these sources and input from industry professionals. Attaching a trailer to any vehicle will change the dynamic characteristics
7、of that vehicle. The dynamic characteristics affected include rotation about the pitch, roll, and yaw axes and translations in the longitudinal, lateral, and vertical directions. The manner in which the vehicle and trailer are loaded and connected (including weight-distributing equipment), along wit
8、h characteristics of the specific tow vehicle and trailer, will alter the dynamic characteristics of the combination. A complete measurement of vehicle/trailer dynamic behavior will involve other tests not addressed by this document. 1. SCOPE This SAE Information Report establishes a consistent proc
9、edure for measuring and analyzing the natural sway response of a particular trailer when attached to a particular vehicle under specific loading and operating conditions. This test procedure applies, but is not limited to, passenger cars, vans, light/medium-duty trucks as tow vehicles, and semitrail
10、ers with a Gross Vehicle Weight Rating (GVWR) of 11794 kg (26000 pounds) or less. Other applications include full trailers, tow dollies, tow bars, and the like. Other articulated vehicles can utilize this test procedure as long as the test does not exceed the linear behavior of the system. This test
11、 procedure does not apply to motorcycles towing trailers. SAE INTERNATIONAL J2664 OCT2017 Page 2 of 24 2. REFERENCES 2.1 Applicable Documents The following publications form a part of this specification to the extent specified herein. Unless otherwise specified, the latest issue of SAE publications
12、shall apply. 2.1.1 SAE Publications Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or +1 724-776-4970 (outside USA), www.sae.org. SAE J211-1 Instrumentation for Impact Test - Part 1 - Electronic Instrumentation SAE J266
13、Steady-State Directional Control Test Procedures for Passenger Cars and Light Trucks SAE J670E Vehicle Dynamics Terminology SAE J684 Trailer Couplings, Hitches, and Safety Chains - Automotive Type 2.1.2 ISO Publications Copies of these documents are available online at http:/webstore.ansi.org/ ISO 9
14、815 Passenger Car/Trailer Combinations - Lateral Stability Test ISO 8855 Road Vehicles - Vehicle dynamics and road-holding ability - Vocabulary 2.2 Related Publications 2.2.1 SAE Publications Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (insi
15、de USA and Canada) or +1 724-776-4970 (outside USA), www.sae.org. SAE J1441 Subjective Rating Scale for Vehicle Handling SAE J2181 Steady-State Circular Test Procedure for Trucks and Buses SAE 790186 Determination of Trailer Stability through Simple Analytical Methods and Test Procedures; Klein, Ric
16、hard H. and Szostak, Henry T. SAE 670099 Directional Control Dynamics of Automobile - Travel Trailer Combinations; Bundorf, R. Thomas SAE 2001-01-0049 Minimizing Driver Demands and Data Acquisition Errors in Trailer Testing; Leonard, M. Mark, Tuskan, Steven M., and Johnson, Dutch 2.2.2 ISO Publicati
17、ons Copies of these documents are available online at http:/webstore.ansi.org/ ISO 612 Dimensions of Motor Vehicles and Towed Vehicles - Terms and Definitions ISO 1176 Road Vehicles - Weights - Vocabulary ISO 2416 Passenger Cars - Load Distribution ISO 3833 Road Vehicles - Types - Terms and Definiti
18、ons SAE INTERNATIONAL J2664 OCT2017 Page 3 of 24 ISO 4138 Road Vehicles - Steady State Circular Test Procedure ISO 7401 Road Vehicles - Lateral Transient Response Test Method ISO 7975 Braking in a Turn - Open Loop Test Procedure ISO TR3888 Road Vehicles - Test Procedure for a Severe Lane-Change Mane
19、uver ISO TR8726 Road Vehicles - Open-Loop Response Test Method with Pseudo-Random Steering Input 2.2.3 Additional Related Publication DOT HS-801-936 Handling Test Procedures for Passenger Cars Pulling Trailers - Volume II - Technical Report; Johnston, Donald E.; Zellner, John W.; and Ashkenas, Irvin
20、 L. 3. DEFINITIONS The terminology used herein follows the standard definitions as found in SAE J670e. In addition, the following new definitions are required: 3.1 COMBINATION VEHICLE Two or more vehicles with at least one common connection point between two vehicles. Typically, one of the vehicles
21、is a trailer. 3.2 CONNECTION POINT The point of connection, e.g., generally a hitch ball or fifth wheel, where the trailer attaches to the tow vehicle. Measurement of the connection point is from the tow-vehicle rear axle, positive to the rear, to the centerline of the hitch ball or kingpin hole. (T
22、hese measurements are required for the data forms in Appendix A.) 3.3 TRAILER SWAY Oscillatory response to a disturbance of a combination vehicle characterized mainly by relative yaw motion between the tow vehicle and trailer. This is typically observed as an oscillatory turning and translational mo
23、tion of the trailer at highway speeds. 3.4 ARTICULATION ANGLE () The angle of the trailers x-axis relative to the tow vehicles x-axis in the x-y plane. Positive articulation angle for the trailer is to the left (driver) side of the tow vehicle. (Figure 1). Zero articulation angle is when the longitu
24、dinal axes of the tow vehicle and trailer are aligned. 3.5 TRAILER DAMPING RATIO The ratio of the amount of equivalent viscous damping present in the trailer free response to that required for critical damping. Refer to SAE J670e Damping Ratio. In practical application, this is a measure of how quic
25、kly trailer articulation settles out after an initial disturbance and with no further inputs. 3.6 WEIGHT-DISTRIBUTING HITCH A mechanical device that connects the trailer to the tow vehicle and by means of leverage applied on both the trailer and towing vehicle structures, when properly adjusted, dis
26、tributes the imposed vertical load at the hitch and coupling connection between structures of towing vehicle and trailer. (Refer to SAE J684). These devices are used to redistribute axle loads. SAE INTERNATIONAL J2664 OCT2017 Page 4 of 24 3.7 TONGUE WEIGHT The static downward vertical force applied
27、by the trailer to the tow vehicle at the connection point on level ground for a particular loading condition and connection point height with no weight distributing moment applied. xAXISzAXISzAXISxAXISyAXISyAXISNORMALVELOCITY (w)LONGITUDINALVELOCITY (u)SIDE or LATERALVELOCITY (v)SIDE or LATERALVELOC
28、ITY (v)NORMALVELOCITY (w)LONGITUDINALVELOCITY (u)PITCHVELOCITY (q)ROLLVELOCITY (p)YAWVELOCITY (r)ROLLVELOCITY (p)YAWVELOCITY (r)PITCHVELOCITY (q)ARTICULATIONANGLE ( )Figure 1 - Vehicle axis systems and articulation angle 4. INSTRUMENTATION AND RECORDING The vehicle parameters in these tests shall be
29、 measured using appropriate transducers whose individual time histories are recorded on a multi-channel data recorder. 4.1 Vehicle Parameters The minimum vehicle data channels required to conduct the combination vehicle testing are listed in the first column of Table 1. A typical full-scale range fo
30、r each data channel is provided in the second column. These are suggested ranges and an individual test protocol may require appropriate modification of the presented ranges. Table 1 - Vehicle parameters to be measured Vehicle Data Channel Typical Full-Scale Range Forward Speed 0 to 120 kph (75 mph)
31、 Steering Wheel Angle 180 degrees Trailer Articulation Angle 10 degrees 4.1.1 Additional Test Variables Additional test variables of interest and their corresponding full-scale range are listed in Table 2. SAE INTERNATIONAL J2664 OCT2017 Page 5 of 24 Table 2 - Additional vehicle parameters that may
32、be measured Vehicle Data Channel Typical Full-Scale Range Tow Vehicle Lateral Acceleration 1g Tow Vehicle Yaw Velocity 40 deg/s Trailer Lateral Acceleration 1 g Trailer Roll Angle 15 degrees Trailer Yaw Velocity 40 deg/s 4.2 Transducers and Transducer Installation The transducer type (potentiometer,
33、 accelerometer, etc.), and location shall be recorded and presented as part of the test documentation (Appendix E). Adherence to the manufacturers installation recommendations should be followed. The transducer orientation for a given data channel may not produce an output that is consistent with th
34、e standard sign convention outlined in this document. However, an appropriate sign change should be made in post processing such that the standard sign convention is maintained in the final presentation of the data. Transducer linearity and off-axis sensitivities are generally specified as a percent
35、 of full-scale range. Transducers with less than 3% full-scale error would be suitable instruments for use in the tests set forth in this document. There may arise applications where the operating range of the transducer is a fraction of its full-scale range. In this situation, it is recommended tha
36、t the transducer non-linearity be less than 3% of its indicated reading, which may require calibration over the operating range. Proper transducer balancing (transducer zero adjustment) is often sufficient to handle thermal effects that might affect the data. Transducer drift should be compensated f
37、or by taking “zero” recordings at appropriate intervals during the test program to allow for bias corrections to be completed. Procedurally, the instrument zeros should be recorded after driving the vehicle at a slow speed in a straight line and bringing it gently to a stop. To eliminate any surface
38、 inclination effects, the procedure should be performed in opposite directions at the same location, and the results averaged. Instrument zeros recorded before the test should be recorded after allowing sufficient time for transducer and signal conditioner warm-up, gyro spin-up, etc. When used, the
39、following transducers shall be installed to measure: 4.2.1 Forward Speed The road speed along the longitudinal axis of the tow vehicle. Typical transducers are optical sensors, rolling fifth wheels, or GPS based systems. 4.2.2 Tow Vehicle Steering Wheel Angle The steering wheel angle relative to the
40、 vehicle structure. Typical transducers are rotary potentiometers or digital shaft encoders that involve a mechanical coupling between the steering shaft and the steering column support structure. 4.2.3 Trailer Articulation Angle The angle between the tow vehicles x-axis and the trailers x-axis, in
41、the horizontal plane. Typical transducers used to measure articulation angle include string and rotary potentiometers. 4.2.4 Tow Vehicle Lateral Acceleration The lateral acceleration of the tow vehicle at the approximate center of gravity and parallel to the test track surface. If the transducer is
42、not mounted on a stabilized inertial platform, the lateral acceleration should be corrected for the tow vehicle roll angle in data processing. This can be accomplished by integration of the roll rate sensor. SAE INTERNATIONAL J2664 OCT2017 Page 6 of 24 4.2.5 Tow Vehicle Yaw Velocity The angular rate
43、 of change of the tow vehicles x-y plane about the z-axis. There are commercially available solid-state inertial rate sensors that are capable of making this measurement. 4.2.6 Trailer Lateral Acceleration The lateral acceleration of the trailer at the approximate center of gravity and parallel to t
44、he test track surface. If the transducer is not mounted on a stabilized inertial platform, the lateral acceleration should be corrected for the trailer roll angle in data processing. 4.2.7 Trailer Roll Angle The trailer roll angle with respect to the road surface for the purpose of compensating the
45、trailer lateral acceleration. Typical transducers to measure roll angle include rate sensors (requires integration of acquired data), string potentiometers, and height sensors. Roll angle with respect to the road surface can be determined by: a. Integrating the trailer roll rate measurements. Drift
46、and/or offsets should be removed from the data prior to data processing. Commercially available solid-state inertial rate sensors are capable of making these measurements. b. Angular measurement transducer in the roll gimbal of a sideslip trolley. c. Measurement of changes in the vertical distance t
47、o the ground from reference points on either side of the trailer, by non-contacting, height measuring transducers. d. Measurement of wheel jounce and rebound motion with respect to the sprung mass, taking into account suspension linkage factors. (This method will not account for tire deflections.) 4
48、.2.8 Trailer Yaw Velocity The angular rate of change of the trailers x-y plane about the z-axis. There are commercially available solid-state inertial rate sensors that are capable of making this measurement. It is not always practical or possible to measure some vehicle parameters directly. The tow
49、 vehicle lateral acceleration is one example. In the event that the accelerometer is not placed on a gyro-stabilized platform, the data should be corrected for roll angle. The data channel that is presented shall indicate when it is a corrected measurement, and the approach should be clearly stated. 4.3 Data Recording Typical vehicle response time constants in handling tests are on the order of 1 second (1 H
