1、raising standards worldwideNO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWBSI Standards PublicationBS ISO 14793:2011Road vehicles Heavycommercial vehicles and buses Lateral transient responsetest methodsBS ISO 14793:2011 BRITISH STANDARDNational forewordThis British Standard i
2、s the UK implementation of ISO 14793:2011. Itsupersedes BS ISO 14793:2003 which is withdrawn.The UK participation in its preparation was entrusted to TechnicalCommittee AUE/15, Safety related to vehicles.A list of organizations represented on this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 secretary
3、.This publication does not purport to include all the necessaryprovisions of a contract. Users are responsible for its correctapplication. BSI 2011ISBN 978 0 580 72782 5ICS 43.080.01; 43.080.20Compliance with a British Standard cannot confer immunity fromlegal obligations.This British Standard was p
4、ublished under the authority of theStandards Policy and Strategy Committee on 31 March 2011.Amendments issued since publicationDate Text affectedBS ISO 14793:2011Reference numberISO 14793:2011(E)ISO 2011INTERNATIONAL STANDARD ISO14793Second edition2011-02-15Road vehicles Heavy commercial vehicles an
5、d buses Lateral transient response test methods Vhicules routiers Vhicules utilitaires lourds et autobus Mthodes dessai de rponse transitoire latrale BS ISO 14793:2011ISO 14793:2011(E) PDF disclaimer This PDF file may contain embedded typefaces. In accordance with Adobes licensing policy, this file
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10、1 22 749 01 11 Fax + 41 22 749 09 47 E-mail copyrightiso.org Web www.iso.org Published in Switzerland ii ISO 2011 All rights reservedBS ISO 14793:2011ISO 14793:2011(E) ISO 2011 All rights reserved iiiContents Page Foreword iv Introduction.v 1 Scope1 2 Normative references1 3 Terms and definitions .1
11、 4 Principle .2 5 Reference system2 6 Variables.3 7 Measuring equipment .3 7.1 Description.3 7.2 Transducer installation.3 7.3 Data processing.3 8 Test conditions 7 8.1 General .7 8.2 Test track7 8.3 Weather conditions .7 8.4 Test vehicle 8 8.5 Warm-up .9 8.6 Test speed9 8.7 Lateral acceleration.9 8
12、.8 Average longitudinal acceleration.10 9 Step input .10 9.1 Test procedure.10 9.2 Data analysis10 9.3 Data presentation 11 10 Sinusoidal input One period (see ISO/TR 8725) 12 10.1 Test procedure.12 10.2 Data analysis12 10.3 Data presentation 13 11 Random input (see ISO/TR 8726).13 11.1 Test procedu
13、re.13 11.2 Data analysis14 11.3 Data presentation 14 12 Pulse input .15 12.1 Test procedure.15 12.2 Data analysis15 12.3 Data presentation 15 13 Continuous sinusoidal input16 13.1 Test procedure.16 13.2 Data analysis16 13.3 Data presentation 17 Annex A (normative) Test report General data .18 Annex
14、B (normative) Test report Presentation of results24 Bibliography29 BS ISO 14793:2011ISO 14793:2011(E) iv ISO 2011 All rights reservedForeword ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing Int
15、ernational 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 non-governmental, in liaison w
16、ith 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, Part 2. The main task of techni
17、cal 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 casting a vote. Attention is drawn
18、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 14793 was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 9, Vehicle dynamics and road-hol
19、ding ability. This second edition cancels and replaces the first edition (ISO 14793:2003), which has been technically revised. BS ISO 14793:2011ISO 14793:2011(E) ISO 2011 All rights reserved vIntroduction The main purpose of this International Standard is to provide repeatable and discriminatory tes
20、t 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 task of evaluating the dynamic behaviour is therefore very difficul
21、t since the significant interaction of these driver-vehicle-environment elements is each complex in itself. A complete and accurate description of the behaviour of the road vehicle must necessarily involve information obtained from a number of different tests. Since this test method quantifies only
22、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 available concerning the relationship between overall vehicle dynamic
23、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 tests in particular. Consequently, any application of this test method
24、 for regulation purposes will require proven correlation between test results and accident statistics. BS ISO 14793:2011BS ISO 14793:2011INTERNATIONAL STANDARD ISO 14793:2011(E) ISO 2011 All rights reserved 1Road vehicles Heavy commercial vehicles and buses Lateral transient response test methods 1
25、Scope This International Standard specifies test methods for determining the transient response behaviour of heavy commercial vehicles, heavy commercial vehicle combinations, buses and articulated buses, as defined in ISO 3833 for trucks and trailers above 3,5 t and buses above 5 t maximum weight, a
26、nd in UNECE (United Nations Economic Commission for Europe) and EC vehicle classification, categories M3, N2, N3, O3 and O4. NOTE The open-loop manoeuvres specified in this International Standard are not representative of real driving conditions, but are nevertheless useful for obtaining measures of
27、 vehicle transient behaviour particularly with respect to that which the driver experiences in response to several specific types of steering input under closely controlled test conditions. For combinations where the response of the last vehicle unit is of importance, see ISO 14791. 2 Normative refe
28、rences 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 the referenced document (including any amendments) applies. ISO 1176:1990, Road vehicles Masses Vocabu
29、lary and codes ISO 3833:1977, Road vehicles Types Terms and definitions ISO/TR 8725:1988, Road vehicles Transient open-loop response test method with one period of sinusoidal input ISO/TR 8726:1988, Road vehicles Transient open-loop response test method with pseudo-random steering input ISO 8855:199
30、1, Road vehicles Vehicle dynamics and road-holding ability Vocabulary ECE Regulation No. 30, Uniform provisions concerning the approval of pneumatic tyres for motor vehicles and their trailers 3 Terms and definitions For the purposes of this document, the terms and definitions given in ISO 8855 and
31、the following apply. 3.1 vehicle unit unit of a vehicle combination which is connected with a yaw-articulation joint EXAMPLE Tractor, semitrailer, dolly. NOTE The number of vehicle units is one more than the number of articulation joints. BS ISO 14793:2011ISO 14793:2011(E) 2 ISO 2011 All rights rese
32、rved4 Principle IMPORTANT The method of data analysis in the frequency domain is based on the assumption that the vehicle has a linear response. Over the whole range of lateral acceleration this is unlikely to be the case, the standard method of dealing with such a situation being to restrict the ra
33、nge of the input so that linear behaviour can be assumed and, if necessary, to perform more than one test at different ranges of inputs which, together, cover the total range of interest. The objective of these tests is to determine the transient response of a vehicle. Characteristic values and func
34、tions of both linear and nonlinear behaviour are considered necessary for fully characterizing vehicle transient response. Linear characteristic values and functions are determined with tests in the frequency domain and nonlinear characteristic values and functions with tests in the time domain. In
35、the case of vehicle combinations, it is primarily the response of the first vehicle unit that is evaluated. Important characteristics in the time domain are time lags between steering-wheel angle, lateral acceleration and yaw velocity, response times of lateral acceleration and yaw velocity (see 9.2
36、.1), lateral acceleration gain (lateral acceleration divided by steering-wheel angle), yaw velocity gain (yaw velocity divided by steering-wheel angle), and overshoot values (see 9.2.3). Important characteristics in the frequency domain are the transfer functions of lateral acceleration related to s
37、teering-wheel angle, and yaw velocity related to steering-wheel angle, expressed as gain and phase functions between input and output variables. There are several test methods for obtaining these characteristics in the time and frequency domains, as follows, the applicability of which depends in par
38、t on the size of the test track available. a) time domain: 1) step input; 2) sinusoidal input (one period). b) frequency domain: 1) random input; 2) pulse input; 3) continuous sinusoidal input. 5 Reference system The variables of motion used to describe the vehicle behaviour in a test-specific drivi
39、ng 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 shall be thus defined. BS ISO 14793:2011ISO 14793:2011(E) ISO 2011 All rights reserved 36 Variables The following variables shal
40、l be determined: yaw velocity, ; lateral acceleration, aY; steering-wheel angle, H; longitudinal velocity, vX. The following variables may be determined: lateral deviation, y; roll angle at relevant points, ; steering-wheel torque, MH; sideslip angle, . These variables, all but lateral deviation def
41、ined in ISO 8855, are not intended to comprise a complete list. 7 Measuring equipment 7.1 Description The variables to be determined in accordance with Clause 6 shall be measured by means of appropriate transducers. Their time histories shall be recorded on a multi-channel recording system having a
42、time base. The typical operating ranges and recommended maximum errors of the transducers and the recording system are given in Table 1. 7.2 Transducer installation The transducers shall be installed so that the variables corresponding to the terms and definitions of ISO 8855 can be determined. If t
43、he transducer does not measure the variable directly, appropriate transformations into the reference system shall be carried out. 7.3 Data processing 7.3.1 General The frequency range relevant for this test is between 0 Hz and the maximum utilized frequency of fmax= 2 Hz. Depending on the data proce
44、ssing method chosen (analog or digital data processing) the provisions of 7.3.2 or 7.3.3 shall be observed. For lighter trucks it may be necessary to increase fmaxto 3 Hz. In this case, the following requirements concerning the frequency fmaxmay be modified correspondingly. 7.3.2 Analog data process
45、ing The bandwidth of the entire, combined transducer/recording system shall be no less than 8 Hz. BS ISO 14793:2011ISO 14793:2011(E) 4 ISO 2011 All rights reservedIn order to execute the necessary filtering of signals, low-pass filters of order four or higher shall be employed. The width of the pass
46、band (from 0 Hz to frequency f0at 3 dB) shall be not less than 9 Hz. Amplitude errors shall be less than 0,5 % in the relevant frequency range of 0 Hz to 2 Hz. All analog signals shall be processed with filters having phase characteristics sufficiently similar to ensure that time delay differences d
47、ue to filtering lie within the required accuracy for time measurement. NOTE During analog filtering of signals with different frequency contents, phase shifts can occur. Therefore, a digital data processing method, as described in 7.3.3, is preferable. Table 1 Variables, their typical operating rang
48、es and recommended maximum errors Variable Range Recommended maximum error of combined transducer and recorder system Yaw velocity 50/s to + 50/s 0,5/s Lateral acceleration 15 m/s2to + 15 m/s2 0,15 m/s2Steering-wheel angle 360 to + 360 2 for angles 180 Longitudinal velocity 0 m/s to 35 m/s 0,35 m/s
49、Roll angle 15 to + 15 0,15 Side slip angle 10 to + 10 0,3 Lateral velocity 10 m/s to + 10 m/s 0,1 m/s Steering-wheel torque without power steering 50 Nm to + 50 Nm 0,5 Nm with power steering 20 Nm to + 20 Nm 0,2 Nm Transducers for some of the listed variables are not widely available and are not in general use. Many such instrumentsare developed by users. If any system error exceeds the recommended maximum val
