1、BS ISO11012:2009ICS 43.080.01; 43.080.20NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWBRITISH STANDARDHeavy commercialvehicles and buses Open-loop test methodsfor the quantificationof on-centre handling Weave test andtransition testThis British Standardwas published underthe
2、authority of theStandards Policy andStrategy Committee on 30November 2009 BSI 2009ISBN 978 0 580 64528 0Amendments/corrigenda issued since publicationDate CommentsBS ISO 11012:2009National forewordThis British Standard is the UK implementation of ISO 11012:2009.The UK participation in its preparatio
3、n was entrusted to TechnicalCommittee AUE/15, Safety related to vehicles.A list of organizations represented on this committee can be obtained onrequest to its secretary.This publication does not purport to include all the necessary provisionsof a contract. Users are responsible for its correct appl
4、ication.Compliance with a British Standard cannot confer immunityfrom legal obligations.BS ISO 11012:2009Reference numberISO 11012:2009(E)ISO 2009INTERNATIONAL STANDARD ISO11012First edition2009-09-15Heavy commercial vehicles and buses Open-loop test methods for the quantification of on-centre handl
5、ing Weave test and transition test Vhicules utilitaires lourds et autobus Mthode dessai en boucle ouverte pour mesurer la tenue de route en ligne Essai de changement de trajectoire et essai transitoire BS ISO 11012:2009ISO 11012:2009(E) PDF disclaimer This PDF file may contain embedded typefaces. In
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8、 printing. Every care has been taken to ensure that the file is suitable for use by ISO member bodies. In the unlikely event that a problem relating to it is found, please inform the Central Secretariat at the address given below. COPYRIGHT PROTECTED DOCUMENT ISO 2009 All rights reserved. Unless oth
9、erwise specified, no part of this publication may be reproduced or utilized in any form or by any means, electronic or mechanical, including photocopying and microfilm, without permission in writing from either ISO at the address below or ISOs member body in the country of the requester. ISO copyrig
10、ht office Case postale 56 CH-1211 Geneva 20 Tel. + 41 22 749 01 11 Fax + 41 22 749 09 47 E-mail copyrightiso.org Web www.iso.org Published in Switzerland ii ISO 2009 All rights reservedBS ISO 11012:2009ISO 11012:2009(E) ISO 2009 All rights reserved iiiContents Page Foreword iv Introduction.v 1 Scope
11、1 2 Normative references1 3 Terms, definitions and symbols 1 3.1 Terms and definitions .1 3.2 Symbols2 4 Principle .2 5 Variables.2 5.1 Reference system2 5.2 Variables.3 6 Measuring equipment .3 7 Test conditions4 8 Test procedure.4 8.1 General .4 8.2 Warm-up .4 8.3 Initial driving condition.4 8.4 W
12、eave test procedure .4 8.5 Transition test procedure .5 9 Data evaluation and presentation of results.5 9.1 General .5 9.2 Time histories 5 9.3 Characteristic values for the weave test.6 9.4 Characteristic values for the transition test .8 Annex A (normative) Test report General data and test condit
13、ions .11 Annex B (informative) Calculating the time delay from sinusoidal data.12 Bibliography14 BS ISO 11012:2009ISO 11012:2009(E) iv ISO 2009 All rights reservedForeword ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodi
14、es). 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 organizations, governmental and
15、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 in the ISO/IEC Directives, P
16、art 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 % of the member bodies casti
17、ng 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 11012 was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 9,
18、 Vehicle dynamics and road-holding ability. BS ISO 11012:2009ISO 11012:2009(E) ISO 2009 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 ac
19、tive 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 a
20、re 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 the test method described in this International Standard quantifies only one small part of the complete vehicl
21、e 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 available concerning the relationship between overall vehicle dynamic properties and accident avoidance. A
22、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 tests in particular. Consequently, any application of the test method described in this International Stan
23、dard for regulation purposes will require proven correlation between test results and accident statistics. BS ISO 11012:2009BS ISO 11012:2009INTERNATIONAL STANDARD ISO 11012:2009(E) ISO 2009 All rights reserved 1Heavy commercial vehicles and buses Open-loop test methods for the quantification of on-
24、centre handling Weave test and transition test 1 Scope This International Standard describes two open-loop test methods for determining on-centre handling characteristics of a vehicle in response to specific types of steering input under closely controlled test conditions: the weave test, and the tr
25、ansition test. This International Standard applies to heavy vehicles, i.e. commercial vehicles, commercial vehicle combinations, buses and articulated buses as defined in ISO 3833 (trucks and trailers with maximum weight above 3,5 tonnes and buses and articulated buses with maximum weight above 5 to
26、nnes, in accordance with ECE and EC vehicle classification, categories M3, N2, N3, O3 and O4). 2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest ed
27、ition of the referenced document (including any amendments) applies. ISO 1176, Road vehicles Masses Vocabulary and codes ISO 3833, Road vehicles Types Terms and definitions ISO 8855, Road vehicles Vehicle dynamics and road-holding ability Vocabulary ISO 15037-2:2002, Road vehicles Vehicle dynamics t
28、est methods Part 2: General conditions for heavy vehicles and buses 3 Terms, definitions and symbols 3.1 Terms and definitions For the purposes of this document, the terms and definitions given in ISO 1176, ISO 3833, ISO 8855, ISO 15037-2 and the following apply. 3.1.1 on-centre handling objective d
29、escription of the steering feel and steering precision of a vehicle during nominally straight-line driving and in negotiating large-radius bends at high speeds but low lateral accelerations BS ISO 11012:2009ISO 11012:2009(E) 2 ISO 2009 All rights reserved3.1.2 ordinate deadband vertical width of the
30、 hysteresis loops at an abscissa value of zero 3.1.3 abscissa deadband horizontal width of the hysteresis loops at an ordinate value of zero 3.1.4 gradient ratio of the change in the ordinate to a unit change in the abscissa 3.2 Symbols For the purposes of this document, the symbols given in ISO 885
31、5 and ISO 15037-2 apply. 4 Principle On-centre handling represents that part of the straight-line directional stability characteristics of the vehicle existing at low levels of lateral acceleration, typically not larger than 1 m/s2. On-centre handling is concerned primarily with features that direct
32、ly influence the drivers steering input, such as steering-system characteristics and tyre characteristics. Thus, test schedules for the evaluation of on-centre handling behaviour seek to minimize other factors that influence the wider aspects of straight-line directional stability, such as disturban
33、ce inputs due to ambient winds and road irregularities. This International Standard defines two test schedules that involve driving the vehicle in a nominally straight line at a constant forward speed: the weave test examines the response at the outer edge of the hysteretic region (see 8.4); the tra
34、nsition test examines the transition from straight-line driving to the edge of the hysteretic region (see 8.5). During these tests, driver inputs and vehicle responses are measured and recorded. From the recorded signals, characteristic values are calculated. 5 Variables 5.1 Reference system The var
35、iables of motion used to describe vehicle behaviour in a test-specific driving situation shall be related to the intermediate axis system (X, Y, Z) of the first vehicle unit (see ISO 8855). For the purposes of this International Standard, the location of the reference point shall be in the plane of
36、symmetry and at the longitudinal and vertical position of the wheel centre of the first axle of the first vehicle unit at static load and straight-ahead steering. NOTE This provision overrides the provision of 15037-2. BS ISO 11012:2009ISO 11012:2009(E) ISO 2009 All rights reserved 35.2 Variables Wh
37、en using these test methods, the following variables shall be determined for the first vehicle unit: a) steering-wheel angle, H; b) steering-wheel torque, MH; c) yaw velocity, d/dt; d) longitudinal velocity, X; e) lateral acceleration at the reference point, aY. It is also recommended that the follo
38、wing variable be determined: steering-wheel angular velocity, dH/dt . The listed variables are defined in ISO 8855. In order to acquire a deeper understanding of the vehicle behaviour, it may be desirable to determine motions of various components within the steering system, especially for vehicles
39、with more than one steering axle. 6 Measuring equipment The measuring equipment shall be in accordance with ISO 15037-2. Table 1 shows typical operating ranges and recommended maximum errors of the combined transducer and recording system, which are not given in ISO 15037-2. NOTE It is advisable tha
40、t care be taken to ensure that friction or inertia added to the system by steering machines or steering transducers does not improperly influence the measurement of steering-wheel torque. Table 1 Typical operating ranges and maximum errors of variables not listed in ISO 15037-2 Variable Typical oper
41、ating rangeRecommended maximum error of combined system Steering-wheel angle 80 0,5 Steering-wheel torque in case of power steering 10 Nm 0,1 Nm Yaw velocity 10/s 0,1/s Lateral acceleration 5 m/s2 0,05 m/s2Steering wheel angular velocity 100/s 1/s BS ISO 11012:2009ISO 11012:2009(E) 4 ISO 2009 All ri
42、ghts reserved7 Test conditions Specifications for test conditions shall be in accordance with ISO 15037-2 together with the additional specifications listed below. a) The lateral gradient of the test surface should not exceed 1 % over any distance greater than or equal to the vehicle track. b) Speci
43、al attention should be paid to the condition of the tyres, axle alignments and the steering system to ensure that the vehicle does not lead or pull when operating on a level surface. c) During a test, the ambient wind velocity shall not exceed 5 m/s when measured at a height above ground of not less
44、 than 1 m. Ideally the maximum ambient wind velocity should not exceed 1,5 m/s. If this cannot be achieved, then conditions where there is significant wind gusting should be avoided, i.e. testing should be avoided in conditions where changes in wind velocity exceed a range of 1,5 m/s. In the event t
45、hat the ambient velocity exceeds 1,5 m/s or the range of gusting exceeds 1,5 m/s or both, the vehicle should be tested in a direction such that the ambient wind is a tail wind. 8 Test procedure 8.1 General The weave test requires a test track of approximately 1 000 m length and 20 m width for standa
46、rd test conditions. The transition test requires less length but approximately 40 m width. The vehicle is driven at a nominally constant longitudinal velocity. The standard test velocity is 80 km/h. Other velocities may be used. The test velocity should preferably be decremented or incremented by st
47、eps of 10 km/h. For each test run, the average longitudinal velocity shall be maintained within a tolerance of 2 km/h of the selected speed. A deviation of vehicle longitudinal velocity of 3 km/h from the selected longitudinal velocity is permissible. In addition, variation in the position of the ac
48、celerator pedal shall be kept to a minimum consistent with maintaining vehicle longitudinal velocity within required limits. It is preferable that the steering inputs for these tests be made with a steering machine. Details shall be recorded in the test report (see Annex A). 8.2 Warm-up See ISO 1503
49、7-2. 8.3 Initial driving condition The initial driving condition shall be as described in ISO 15037-2 for the steady-state straight-ahead run. The allowable variations for yaw velocity should be used rather than those for lateral acceleration. In the time interval, starting no later than time t1and ending at time t2(see ISO 15037-2:2002, 7.2), the steering wheel shall be held fixed within 3. If possible, the steering wheel should be subject to zero input torque. At time
