1、BSI Standards PublicationBS ISO 14791:2000Road vehicles Heavycommercial vehiclecombinations and articulatedbuses Lateral stability testmethodsBS ISO 14791:2000 BRITISH STANDARDNational forewordThis British Standard is the UK implementation of ISO 14791:2000.The UK participation in its preparation wa
2、s 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 the necessaryprovisions of a contract. Users are responsible for its correctapplicati
3、on. The British Standards Institution 2014. Published by BSI StandardsLimited 2014ISBN 978 0 580 81669 7ICS 43.080.01Compliance with a British Standard cannot confer immunity fromlegal obligations.This British Standard was published under the authority of theStandards Policy and Strategy Committee o
4、n 28 February 2014.Amendments issued since publicationDate Text affectedBS ISO 14791:2000ReferencenumberISO14791:2000(E) ISO2000INTERNATIONALSTANDARDISO14791Firstedition2000-04-15RoadvehiclesHeavycommercialvehiclecombinationsandarticulatedbusesLateralstabilitytestmethodsVhiculesroutiersEnsemblesdevh
5、iculesutilitaireslourdsetautobusarticulsMthodesdessaidestabilitlatraleBS ISO 14791:2000ISO14791:2000(E)PDFdisclaimerThisPDFfilemaycontainembeddedtypefaces.InaccordancewithAdobeslicensingpolicy,thisfilemaybeprintedorviewedbutshallnotbeeditedunlessthetypefaceswhichareembeddedarelicensedtoandinstalledo
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7、nforelativetothefile;thePDF-creationparameterswereoptimizedforprinting.EverycarehasbeentakentoensurethatthefileissuitableforusebyISOmemberbodies.Intheunlikelyeventthataproblemrelatingtoitisfound,pleaseinformtheCentralSecretariatattheaddressgivenbelow.ISO2000Allrightsreserved.Unlessotherwisespecified
8、,nopartofthispublicationmaybereproducedorutilizedinanyformorbyanymeans,electronicormechanical,includingphotocopyingandmicrofilm,withoutpermissioninwritingfromeitherISOattheaddressbeloworISOsmemberbodyinthecountryoftherequester.ISOcopyrightofficeCasepostale56 null CH-1211Geneva 20Tel. +41227490111Fax
9、 +41227341079E-mail copyrightiso.chWebwww.iso.chii ISO2000AllrightsreservedBS ISO 14791:2000ISO14791:2000(E)ISO2000Allrightsreserved iiiContents PageForeword.ivIntroduction.v1Scope12Normativereferences13Termsanddefinitions.14Testobjectives.25Measuringequipment45.1 Description.45.2 Transducerinstalla
10、tion.45.3 Dataprocessing.56Testconditions66.1 Testtracks66.2 Tyres.66.3 Operatingcomponents.76.4 Loadingconditions77Testmethod77.1 Warm-up.77.2 Testspeed77.3 Lateralacceleration.87.4 Pseudo-randominput87.5 Singlelane-change87.6 Pulseinput98Dataanalysisandpresentation128.1 Preliminaryanalysis128.2 Re
11、arwardamplification.128.3 Offtracking138.4 Zero-dampingspeedandyawdamping138.5 Yaw-velocityratio14AnnexA(normative) Generaldatasheet16AnnexB(normative) Presentationofresults.19AnnexC(informative) Techniqueandverificationforpath-following.22AnnexD(informative) Calculationofconfidenceintervalfortherea
12、rwardamplification25Bibliography26BS ISO 14791:2000ISO14791:2000(E)iv ISO2000AllrightsreservedForewordISO(theInternationalOrganizationforStandardization)isaworldwidefederationofnationalstandardsbodies(ISOmember bodies). Theworkofpreparing InternationalStandards is normallycarried outthrough ISOtechn
13、icalcommittees.Eachmemberbodyinterestedinasubjectforwhichatechnicalcommitteehasbeenesta blishedhastherighttoberepresentedonthatcommittee.Internationalorganizations,governmentalandnon-governmental,inliaison withISO,alsotakepartinthe work. ISOcollaborates closelywiththe International ElectrotechnicalC
14、ommission(IEC)onallmattersofelectrotechnicalstandardization.InternationalStandardsaredraftedinaccordancewiththerulesgivenintheISO/IECDirectives,Part3.DraftInternationalStandardsadoptedbythetechnicalcommitteesarecirculatedtothememberbodiesforvoting.PublicationasanInternationalStandardrequiresapproval
15、byatleast75%ofthememberbodiescastingavote.AttentionisdrawntothepossibilitythatsomeoftheelementsofthisInternationalStandardmaybethesubjectofpatentrights.ISOshallnotbeh eldresponsibleforid entifyinganyorallsuchpatentrights.InternationalStandardISO14791waspreparedbyTechnicalCommitteeISO/TC22,Roadvehicl
16、es ,SubcommitteeSC9,Vehicledynamicsandroad-holdingability.AnnexesAandBformanormativepartofthisInternationalStandard.AnnexesCandDareforinformationonly.BS ISO 14791:2000ISO14791:2000(E)ISO2000Allrightsreserved vIntroductionTheroad-holdingabilityofheavycommercialvehiclecombinationsandarticulatedbusesis
17、amostimportantpartofactivevehiclesafety.Anygivenheavycommercial vehicle combination, together with its driver andtheprevailingenvironment, constitutes aclosed-loop system that is unique. Thetask of evaluatingroad-holding abilityis,therefore, verydifficult becauseofthe significantinteraction of these
18、driver/motor vehicle/trailer/roadelements,eachofwhich is in itself complex.Acomplete and accurate descriptionofthe behaviour of aheavy vehiclecombinationmustnecessarilyinvolveinformationobtainedfromanumberoftestsofdifferenttypes.Becausetheyquantifyonlyasmallpartofthewholevehiclehandlingfield,theresu
19、ltsofthetestsspecifiedinthisInternational Standardcan onlybe considered significant foracorrespondinglysmall partofthe overallhandlingbehaviourofheavycommercialv ehiclecombinationsandarticulatedbuses.Inaddition,theresultsobtainedfromthesetestsapplyonlyforcombinationsofidenticaltypesofvehicleunits.Th
20、eresultswillnotdescribethebehaviourofthevehicleunitsseparately.Moreover, insufficient knowledgeisavailable concerning therelationship betweenoverall vehicle dynamicproperties andaccident avoidance. Sincethe number of variants of heavy truckcombinations is tremendouslylarge,eachtruckcombinationisuniq
21、ue.Sothemeasuredres ultisvalidonlyforthetestedvehicleorcombinationand thetransition of theresults to obviously similar v ehicle combinations is,especially forheavy trucks,notpossible.Therefore,itisnotpossibletousethesetestmethodsandthetestresultsforregulationpurposes.BS ISO 14791:2000BS ISO 14791:20
22、00INTERNATIONALSTANDARD ISO14791:2000(E)ISO2000Allrightsreserved 1RoadvehiclesHeavycommercialvehiclecombinationsandarticulatedbusesLateralstabilitytestmethods1ScopeThis International Standardspecifies test methods to determine thelateral stabilityofheavycommercial vehiclecombinations as definedinISO
23、3833, including truckcentre-axle trailercombinations andarticulated buses. It isapplicabletotrucksandtrailershavingamassexceeding3,5tandbus eshavingamassexceeding5t,i.e.vehiclecategoriesN2,N3,O3,O4andM3accordingto92/53/EEC.Themanuvres specified in thesetestmethods arenot fullyrepresentativeofrealdri
24、ving conditions,but areusefulfordeterminingthelateralstabilityofaheavyvehiclecombination.2NormativereferencesThefollowingnormativedocumentscontainprovisionswhich,throughreferenceinthistext,constituteprovisionsofthisInternationalStandard. Fordated references,subsequent amendments to, or revisions of,
25、any of thesepublicationsdonotapply.However,partiestoagreementsbasedonthisInternationalStandardareencouragedtoinvestigate thepossibilityofapplyingthe most recent editions of the normative documents indicated below. Forundated references,the latest edition of thenormative document referredtoapplies.Me
26、mbersofISO and IECmaintainregistersofcurrentlyvalidInternationalStandards.ISO1176:1990,RoadvehiclesMassesVocabularyandcodes .ISO3833:1977,RoadvehiclesTypesTermsanddefinitions.ISO8855:1991,RoadvehiclesVehicledynamicsandroad-holdingabilityVocabulary .ISO9815:1992,Passenger-car/trailercombinationsLater
27、alstabilitytest.ECCouncilDirectiveNo.92/53/EEC.AnnexII,Definitionofvehiclecategoriesandvehicletypes .3TermsanddefinitionsForthe purposes of this International Standard, theterms and definitions given in ISO8855and thefollowingapply.3.1vehicleunitrigid(i.e.non-articulating)vehicleelementoperatingalon
28、eorincombinationwithoneormoreotherrigidelementsjoinedatyaw-articulationjointsEXAMPLES Tractor,semitraileranddolly.3.2rearwardamplificationratioofthemaximumvalueofthemotionvariableofinterestofafollowingvehicleunittothatofthefirstvehicleunitduringaspecifiedmanuvreBS ISO 14791:2000ISO14791:2000(E)2 ISO
29、2000Allrightsreserved3.3offtrackinglateraldeviationbetweenthepathofthecentrelinepointo fthefrontaxleofthevehicleandthepathofthecentre-linepointofsomeotherpartofthevehicleNOTE1See8.3fordeterminationofofftracking.NOTE2Inasingle-lane-changemanuvrewherethepathoftheotherpartofthe vehicleisfartherfromthep
30、rojectionoftheoriginalpathofthevehiclethanisthepathofthefrontaxle,thepathoftheotherpartissaidto“overshoot”thepathofthefrontaxleatthatpoint.Iftheoppositeistrue,thepathoftheotherpartissaidto“undershoot”thepathofthefrontaxle.3.4zero-dampingspeedspeed at whichthe damping coefficient of the free oscilla
31、tory yawmovements of thevehiclecombination equalszero3.5reference-dampingspeedspeed at whichthe damping coefficient of the free oscilla tory yawmovements of thevehiclecombination equals0,053.6centrelinepointpointat the intersectionofthe ground plane and the x - z planeofsymmetryofthe partofinterest,
32、 whichpoint liesdirectlybelowalongitudinalreferencepositionNOTE Foranaxle,thelongitudinalreferencepointisthewheel-spinaxis.Forotherparts,thelongitudinalreferencepointshouldbestated.3.7yaw-articulationangleyawangle of the x -axisofthe intermediate axis system of amoreforward vehicle unit in theinterm
33、ediate axissystemofafollowingvehicleunit,i.e.theanglebetweenthe x -axesofthetwounitswithpolaritydeterminedbytherotationoftheleadingunitintheaxissystemofthefollowingunitNOTE Theunitsinvolvedareusuallyadjacent,butnotnecessarilyso.4TestobjectivesTheprimaryobjectiveof thesetestsisto determinethelaterals
34、tabilityof heavycommercialvehicle combinationsandarticulatedbuses.Thelateralstabilityischaracterizedby:null rearwardamplificationoflateralaccelerationandyawvelocity;null dynamicofftracking;null zero-dampingspeed;null yawdamping,includingmode-shapeinformation.Of thesefour performancemeasures,two,rear
35、wardamplification anddynamic offtracking, relate to forcedresponsepropertiesandtheothertwo,zero-dampingspeedandyawdamping,relatetofreeresponseproperties.BS ISO 14791:2000ISO14791:2000(E)ISO2000Allrightsreserved 3Foracompletesetofmeasurements,itisnecessarytodetermine:null steering-wheelangle;null lon
36、gitudinalvelocity;null yawvelocityofthefirstandthelastvehicleunits;null lateral accelerationofthe front axle of the firstvehicle unit at or belowthe height of the wheelcentre, andlateralaccelerationofthecentreofgravityofthelastvehicleunit;null articulationanglesorarticulationangularvelocitybetweenth
37、eveh icleunits;null offtrackingofthemostseverelyofftrackingaxleofthevehiclecombination.Inordertoacquireadeeperunderstandingofthebehaviourofthevehiclecombination,itisdesirabletodetermine:null lateralaccelerationinthecentreofgravityofeachvehicleunit;null yawvelocityofeachvehicleunit;null therollangleo
38、feachvehicleunit,preferablyabovetherearmostaxle;null lateralvelocityorslipangleoftherearmostaxleofeachvehicleunit;null dynamicwheelloadsofeachvehicleunit;null lateralmotionofeachaxleinthecombination;null offtrackingofthemostseverelyofftrackingpoint,otherthananaxle,ofthevehiclecombination.Thefollowin
39、gtestmethodscanbeusedtodeterminethevariouscharacteristicsofthelateralstability:null pseudo-randominput;null singlelane-change;null pulseinput.Pseudo-random input canbeusedtodetermine themaximum rearward amplification. It provides completeinformationaboutthefrequencydependencyoftherearwardamplificati
40、on.With asingle lane-change, rearward amplification anddynamic offtracking canbedetermined foraspecific,realisticmanuvre.Thesinglelanechangemaybecarriedoutbyapplyingeitherasinglesine-wavesteeringinputorbyfollowingapathproducingasinglesine-wavelateralaccelerationinput.NOTE Rearwardamplificationmeasur
41、ementsobtainedusingpseudo-randominputandsinglelane-changewilldiffer.Thetwotestmethodshaveafundamentaldifference.Thepseudo-randominputmethodisintendedtoyieldafullrepresentationofthe system gaininthe frequency domain. Thesingle-lane-changemethod, however, provides only thecomposite gainofthesystemasre
42、sultsfromthedistributedfrequencycontentofthespecificlane-changeperformedinthetest.Also, themeasurements obtainedfromthe twolane-change methodsshould be expected to differ,because thefrequencycontent of the steeringinput will be different in thetwo cases. With thesingle sine-wavesteeringmethod, thest
43、eer input isdefined,whileforthepath-followingmethodthelateralaccelerationisdefined.Inthefirstmethod,lateralaccelerationdependsonthedynamicsofthevehiclecombinationandthepropertiesofthesteeringsystem,e.g.lashandcompliance.Inthesecondmethod,steeringdependsonthesameinfluences.Thisyieldsadifferentcomposi
44、tegainofthesystemasmeasuredbythetwomethods.Thepulseinputisusedfordeterminingzero-dampingspeed,yawdampingandyaw-velocityratio.BS ISO 14791:2000ISO14791:2000(E)4 ISO2000AllrightsreservedTheanalyses forthe pseudo-random method aremade in the frequencydomain. All other analysesare made inthetimedomain.T
45、hemethodschosenshallbeindicated in the generaldata presentation(see annexA)andinthe presentationofthetestresults(seeannexB).5Measuringequipment5.1DescriptionThoseofthevariableslistedinclause4whichareselectedfortestpurposesshallbemonitoredusingappropriatetransducers, andthe data shallberecordedonamul
46、tichannel recorder with atimebase. Thetypical operatingrangesandrecommendedmaximumerrorsofthetransducer/recordersystemaregiveninTable1.Table1Variables,typicaloperatingrangesandrecommendedmaximumerrorsVariable Typicaloperatingr ange RecommendedmaximumerrorofcombinedsystemSteering-wheelangle null 180
47、null 2Longitudinalvelocity 0to35m/s null 0,3m/sLateralacceleration null 15m/s 2 null 0,15m/s 2Articulationanglesbetweenvehicleunits null 30 null 0,3Articulationangularvelocity null 50/s null 0,5/sYawvelocity null 50/s null 0,5/sLateraldisplacement of vehicleaxlecentre-line points relative to thepath
48、 of thefrontaxlecentrelinepointnull 10m null 0,05mWheelloads 0toratedaxleload null 2%offullscaleRollangle null 15 null 0,2Lateralvelocity null 10m/s null 0,2m/sSlipangle null 10 null 0,5Some of the transducers listedare neither widelyavailable nor in general use. Many such instruments aredevelopedby
49、users.Ifany system errorexceeds the maximumvalues recommended, this fact andthe actualsystemerrorshallbestatedinthegeneraldata.5.2TransducerinstallationTherequired variablesmay be measured directlyorindirectly. If atransducer does notmeasurethe requiredvariabledirectly, appropriatecorrectionsforlinear andangulardisplacement shallbemade to its signals soas toobtaintherequiredlevelofaccuracy.Transducersformeasuringlateralaccelerationshallbeinstalledonthesprungmass.Optionally,the transducer formeasuring thelateral acceleration of the
