1、raising standards worldwideNO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWBSI Standards PublicationBS ISO 13674-1:2010Road vehicles Test methodfor the quantification of on-centre handlingPart 1: Weave testBS ISO 13674-1:2010 BRITISH STANDARDNational forewordThis British Standa
2、rd is the UK implementation of ISO 13674-1:2010.It supersedes BS ISO 13674-1:2003 which is withdrawn.The UK participation in its preparation was entrusted to TechnicalCommittee AUE/15, Safety related to vehicles.A list of organizations represented on this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 s
3、ecretary.This publication does not purport to include all the necessaryprovisions of a contract. Users are responsible for its correctapplication. BSI 2010ISBN 978 0 580 67634 5ICS 43.020Compliance with a British Standard cannot confer immunity fromlegal obligations.This British Standard was publish
4、ed under the authority of theStandards Policy and Strategy Committee on 31 August 2010Amendments issued since publicationDate Text affectedBS ISO 13674-1:2010Reference numberISO 13674-1:2010(E)ISO 2010INTERNATIONAL STANDARD ISO13674-1Second edition2010-05-15Road vehicles Test method for the quantifi
5、cation of on-centre handling Part 1: Weave test Vhicules routiers Mthode dessai pour la quantification du centrage Partie 1: Essai en petite sinusode au volant BS ISO 13674-1:2010ISO 13674-1:2010(E) PDF disclaimer This PDF file may contain embedded typefaces. In accordance with Adobes licensing poli
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10、va 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 2010 All rights reservedBS ISO 13674-1:2010ISO 13674-1:2010(E) ISO 2010 All rights reserved iiiContents Page Foreword iv Introduction.v 1 Scope1 2 Normative references1 3 Terms,
11、 definitions and symbols 1 4 Principle2 5 Variables.2 5.1 Reference system2 5.2 Variables to be measured.2 6 Measuring equipment .3 6.1 Description.3 6.2 Transducer installations.3 6.3 Data processing.3 7 Test conditions 3 7.1 General .3 7.2 Test track4 7.3 Wind velocity .4 7.4 Test vehicle 4 8 Proc
12、edure.5 8.1 Warm-up .5 8.2 Initial driving condition.5 8.3 Weave test procedure .5 9 Data evaluation and presentation of results.6 9.1 General .6 9.2 Time histories 6 9.3 Calculated lateral acceleration.6 9.4 Characteristic values 6 Bibliography9 BS ISO 13674-1:2010ISO 13674-1:2010(E) iv ISO 2010 Al
13、l 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. Each member body interested in a subj
14、ect 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 International Electrotechnical Commission (IE
15、C) 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 Standards adopted by the technical committ
16、ees 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 of patent rights. ISO shall not be
17、held responsible for identifying any or all such patent rights. ISO 13674-1 was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 9, Vehicle dynamics and road-holding ability. This second edition cancels and replaces the first edition (ISO 13674-1:2003), which has been techni
18、cally revised. ISO 13674 consists of the following parts, under the general title Road vehicles Test method for the quantification of on-centre handling: Part 1: Weave test Part 2: Transition test BS ISO 13674-1:2010ISO 13674-1:2010(E) ISO 2010 All rights reserved vIntroduction The main purpose of t
19、his part of ISO 13674 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. Th
20、e task 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 necessarily involves information obtained fro
21、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
22、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
23、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 13674-1:2010BS ISO 13674-1:2010INTERNATIONAL STANDARD ISO 13674-1:2010(E) ISO 2010 All rights reserved 1Road vehicles Te
24、st method for the quantification of on-centre handling Part 1: Weave test 1 Scope This part of ISO 13674 specifies a test schedule that addresses a particular aspect of the on-centre handling characteristics of a vehicle: the weave test. It is applicable to passenger cars in accordance with ISO 3833
25、, and to light trucks. NOTE The manoeuvre specified in this test method is not representative of real driving conditions but is useful for obtaining measures of vehicle on-centre handling behaviour in response to a specific type of steering input under closely controlled test conditions. Other aspec
26、ts of on-centre handling are addressed in the companion ISO/TS 20119 and ISO 13674-2. 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 edition of
27、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 8855, Road vehicles Vehicle dynamics and road-holding ability Vocabulary ISO 15037-1:2006
28、, Road vehicles Vehicle dynamics test methods Part 1: General conditions for passenger cars 3 Terms, definitions and symbols For the purposes of this document, the terms, definitions and symbols given in ISO 1176, ISO 2416, ISO 3833, ISO 8855 and the following apply. 3.1 on-centre handling descripti
29、on of the steering “feel” and precision of a vehicle during nominally straight-line driving and in negotiating large radius bends at high speeds but low lateral accelerations 3.2 ordinate deadband vertical width of the hysteresis loops at abscissa zero BS ISO 13674-1:2010ISO 13674-1:2010(E) 2 ISO 20
30、10 All rights reserved3.3 abscissa deadband horizontal width of the hysteresis loops at ordinate zero 3.4 gradient ratio of change in the ordinate with respect to a unit change in the abscissa, evaluated on each side of the hysteresis loop 4 Principle On-centre handling represents that part of the s
31、traight-line directional stability characteristics of the vehicle existing at lateral acceleration levels, typically no greater than 1 m/s2. On-centre handling is concerned primarily with features that directly influence the drivers steering input, such as steering system and tyre characteristics. T
32、hus, 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 disturbance inputs due to ambient winds and road irregularities. This part of ISO 13674 defines a test schedule that
33、involves driving the vehicle in a nominally straight line at a constant forward speed. During the test, driver inputs and vehicle responses are measured and recorded. From the recorded signals, characteristic values are calculated. 5 Variables 5.1 Reference system The variables of motion used to des
34、cribe vehicle behaviour in a test-specific driving situation relate to the intermediate axis system (X, Y, Z) (see ISO 8855). The location of the origin of the vehicle axis system (XV, YV, ZV) is the reference point and therefore should be independent of the loading condition. The origin is therefor
35、e fixed in the longitudinal plane of symmetry at half-wheelbase and at the same height above the ground as the centre of gravity of the vehicle at complete vehicle kerb mass (see ISO 1176). 5.2 Variables to be measured When using this test method, the following variables shall be measured: steering-
36、wheel angle, H; steering-wheel torque, MH; yaw velocity, d;dt longitudinal velocity, vX. The following variables should be measured: lateral acceleration, aY; steering-wheel angular velocity,Hd.dtSee ISO 8855. BS ISO 13674-1:2010ISO 13674-1:2010(E) ISO 2010 All rights reserved 36 Measuring equipment
37、 6.1 Description All variables shall be measured by means of appropriate transducers and their time histories shall be recorded by a multi-channel recording system. Typical operating ranges and recommended maximum errors of the combined transducer and recording system are shown in Table 1. Table 1 V
38、ariables, typical operating ranges and recommended maximum errors Variable Typical operating rangeaRecommended maximum error of combined systembSteering-wheel angle 50 0,1 Steering-wheel torque 0,1 N m 0,1 N m Yaw velocity 10 /s 0,1 /s Longitudinal velocity 0 m/s to 50 m/s 0,5 m/s Lateral accelerati
39、on 5 m/s2 0,1 m/s2Steering-wheel angular velocity 100 /s 1 /s Transducers for measuring some of the listed variables are not widely available and are not in general use. Many such instruments are developed by users. If any system error exceeds the recommended maximum value, this and the actual maxim
40、um error shall be stated in the test report (see ISO 15037-1:2006, Annex A). aThese transducer ranges are appropriate for the standard test conditions and might not be suitable for non-standard test conditions. bThe values for maximum errors are provisional until more experience and data are availab
41、le. 6.2 Transducer installations The transducers shall be installed according to the manufacturers instructions, where such instructions exist, so that the variables corresponding to the terms and definitions of ISO 8855 can be determined. If a transducer does not measure a variable directly, approp
42、riate transformations into the specified reference system shall be carried out. NOTE Lateral acceleration, as defined, is measured in the intermediate XY-plane. However, for the purpose of this test procedure, measurement of “sideways” acceleration in the vehicle XVYV-plane (i.e. corrupted by vehicl
43、e roll) is typically adequate, provided that the roll angle versus lateral acceleration characteristic for the vehicle is known and an appropriate correction in respect of roll angle can be made to the “sideways” acceleration. 6.3 Data processing See ISO 15037-1:2006, 4.3. 7 Test conditions 7.1 Gene
44、ral See ISO 15037-1:2006, Clause 5. BS ISO 13674-1:2010ISO 13674-1:2010(E) 4 ISO 2010 All rights reserved7.2 Test track The test track requirements shall be in accordance with those of ISO 15037-1:2006, 5.2. In addition, the gradient of the test surface should not exceed 1 %, and the test track shal
45、l follow a straight-line path. 7.3 Wind velocity During a test, the ambient wind velocity shall not exceed 5 m/s when measured at a height above ground of not less than 1 m. Ideally, the maximum ambient wind velocity should not exceed 1,5 m/s. If this cannot be achieved, then conditions of significa
46、nt “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 that 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
47、ambient wind is a tail wind. For each test, the climatic conditions shall be recorded in the test report (see ISO 15037-1:2006, Annex B). Where measurement of wind velocity is not possible, estimation using the Beaufort scale is suggested (see Table 2). Table 2 Estimation scale for wind intensity fo
48、r observer without measuring instrument (Beaufort scale) Wind intensity (Beaufort scale) 0 1 2 3 4 Name Calm Light air Light breeze Gentle breeze Moderate breeze Velocity m/s 0 to 0,2 0,3 to 1,5 1,6 to 3,3 3,4 to 5,4 5,5 to 7,9 Identification sign Smoke rises vertically in a straight line Wind direc
49、tion indicated only by smoke Leaves rustle, wind felt in face Leaves and thin twigs move Moves twigs and thin branches, dust rises 7.4 Test vehicle 7.4.1 General data See ISO 15037-1:2006, 5.4.1. 7.4.2 Tyres For general information regarding tyres used for test purposes, see ISO 15037-1:2006, 5.4.2. In addition, the following recommendations are offered for guidance. Since tyre characteristics can have a profound effect upon the vehicle behaviour being measur
