1、 g49g50g3g38g50g51g60g44g49g42g3g58g44g55g43g50g56g55g3g37g54g44g3g51g40g53g48g44g54g54g44g50g49g3g40g59g38g40g51g55g3g36g54g3g51g40g53g48g44g55g55g40g39g3g37g60g3g38g50g51g60g53g44g42g43g55g3g47g36g58Part 1: General conditions for passenger carsICS 43.100Road vehicles Vehicle dynamics test methods
2、BRITISH STANDARDBS ISO 15037-1:2006BS ISO 15037-1:2006This British Standard was published under the authority of the Standards Policy and Strategy Committee on 31 October 2006 BSI 2006ISBN 0 580 49321 0Amendments issued since publicationAmd. No. Date Commentscontract. Users are responsible for its c
3、orrect application.Compliance with a British Standard cannot confer immunity from legal obligations. National forewordThis British Standard was published by BSI. It is the UK implementation of ISO 15037-1:2006. It supersedes BS ISO 15037-1:1998 which is withdrawn.The UK participation in its preparat
4、ion was entrusted to Technical Committee AUE/15, Safety related to vehicles.A list of organizations represented on AUE/15 can be obtained on request to its secretary.This publication does not purport to include all the necessary provisions of a Reference numberISO 15037-1:2006(E)INTERNATIONAL STANDA
5、RD ISO15037-1Second edition2006-08-15Road vehicles Vehicle dynamics test methods Part 1: General conditions for passenger cars Vhicules routiers Mthodes dessai de la dynamique des vhicules Partie 1: Conditions gnrales pour voitures particulires BS ISO 15037-1:2006ii iiiContents Page Foreword iv Intr
6、oduction v 1 Scope . 1 2 Normative references . 1 3 Variables 2 3.1 Reference system . 2 3.2 Variables to be determined 2 4 Measuring equipment. 2 4.1 Description 2 4.2 Transducer installations 3 4.3 Data processing 3 5 Test conditions . 6 5.1 General. 6 5.2 Test track . 6 5.3 Wind velocity. 6 5.4 T
7、est vehicle . 6 6 Test method. 7 6.1 Warm-up 7 6.2 Initial driving condition 7 Annex A (normative) Test report General data. 10 Annex B (normative) Test report Test conditions 13 Annex C (informative) Transducers and their installations . 14 Annex D (informative) Analogue filtering: Butterworth filt
8、er. 18 BS ISO 15037-1:2006iv Foreword 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 interest
9、ed 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 with ISO, also take part in the work. ISO collaborates closely with the International Electrotechnical Co
10、mmission (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 technical committees is to prepare International Standards. Draft International Standards adopted by the techn
11、ical 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 to the possibility that some of the elements of this document may be the subject of patent rights. ISO s
12、hall not be held responsible for identifying any or all such patent rights. ISO 15037-1 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 15037-1:1998), which has
13、 been technically revised. It also incorporates the Technical Corrigendum ISO 15037-1:1998/Cor. 1:2001. ISO 15037 consists of the following parts, under the general title Road vehicles Vehicle dynamics test methods: Part 1: General conditions for passenger cars Part 2: General conditions for heavy v
14、ehicles and buses BS ISO 15037-1:2006vIntroduction The dynamic behaviour of a road vehicle is a most important part of active vehicle safety. Any given vehicle, together with its driver and the prevailing environment, constitutes a unique closed-loop system. The task of evaluating the dynamic behavi
15、our of the vehicle is therefore very difficult since there is significant interaction between these driver-vehicle-environment elements, and each of these elements is individually complex in itself. The test conditions exert large influence on the test results. Only test results obtained at identica
16、l test conditions are comparable. BS ISO 15037-1:2006blank1Road vehicles Vehicle dynamics test methods Part 1: General conditions for passenger cars 1 Scope This part of ISO 15037 specifies the general conditions that apply when vehicle dynamics properties are determined according to ISO test method
17、s. In particular, it specifies general conditions for variables, measuring equipment and data processing, environment (test track and wind velocity), test vehicle preparation (tuning and loading), initial driving, and test reports (general data and test conditions). These items are of general signif
18、icance, independent of the specific vehicle dynamics test method. They apply when vehicle dynamics properties are determined, unless other conditions are required by the standard which is actually used for the test method. This part of ISO 15037 is applicable to passenger cars as defined in ISO 3833
19、 and light trucks. NOTE The general conditions defined in existing vehicle dynamics standards are valid until a reference to this part of ISO 15037 is included. 2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, onl
20、y the edition cited applies. For undated references, the latest edition of 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 veh
21、icles Vehicle dynamics and road-holding ability Vocabulary BS ISO 15037-1:20062 3 Variables 3.1 Reference system The variables of motion used to describe 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
22、 of the vehicle axis system (XV, YV, ZV) is the reference point, and this position shall be reported (see Annex A). NOTE Useful positions for the reference point include (1) the centre of gravity of the vehicle and (2) a fixed point of geometry such as the point in the longitudinal plane of symmetry
23、 at the height of the centre of gravity and at mid-wheelbase. Locating the reference point at the centre of gravity is very useful for analytical evaluation of the test results of individual vehicles, but may cause difficulty in comparing results for different vehicles. Locating the reference point
24、at the geometrical position is more convenient for comparing results from different tests, but may complicate theoretical analysis. 3.2 Variables to be determined To describe the vehicle dynamics in terms of driver input and vehicle response, the principal relevant variables are the following: steer
25、ing-wheel angle (H); steering-wheel torque (MH); longitudinal velocity (vX); sideslip angle () or lateral velocity (vY); longitudinal acceleration (aX); lateral acceleration (aY); yaw velocity (d/dt); roll velocity (d/dt); pitch velocity (d/dt); roll angle (); and pitch angle (). These variables are
26、 defined in ISO 8855. All standards that make reference to this part of ISO 15037 shall specify which variables apply. Depending on the specific standard, additional variables can be required or recommended. NOTE These variables can be determined directly by measuring or by calculation from measured
27、 values. 4 Measuring equipment 4.1 Description Time histories of the measured variables shall be recorded by a time-based multi-channel recording system by means of appropriate transducers (see Annex C). Typical operating ranges and recommended maximum errors of the transducer and recording system a
28、re shown in Table 1. The specified accuracies shall be achieved whether the variables are measured or are calculated. BS ISO 15037-1:20063Table 1 Variables, their typical operating ranges and recommended maximum errors Variable Typical operating range Recommended maximum “overall” error Steering-whe
29、el angle 360 to 360 1 for H50 and 180 Steering-wheel torque 30 Nm to 30 Nm 0,1 Nm for MH10 Nm Longitudinal velocity 0 km/h to 180 km/h 1 km/h for vX100 km/h Lateral velocity 10 m/s to 10 m/s 0,2 m/s Sideslip angle 20 to 20 0,3 Longitudinal acceleration 15 m/s2 to 15 m/s2 0,15 m/s2Lateral acceleratio
30、n 15 m/s2 to 15 m/s2 0,15 m/s2Yaw velocity 50 /s to 50 /s 0,3 /s for d/dt 20 /s Pitch velocity 50 /s to 50 /s 0,3 /s for d/dt 20 /s Roll velocity 50 /s to 50 /s 0,3 /s for d/dt 20 /s Roll angle 15 to 15 0,15 Pitch angle 15 to 15 0,15 Increased measurement accuracy may be desirable for computation of
31、 some of the characteristic values. If any system error exceeds the recommended maximum value, this and the actual maximum error shall be stated in the test report (see Annex A). 4.2 Transducer installations The transducers shall be installed according to the manufacturers instructions when such ins
32、tructions 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 in the defined position, appropriate transformation shall be carried out. 4.3 Data processing 4.3.1 General The frequency range relevant for te
33、sts on horizontal dynamics of passenger cars is between 0 Hz and the maximum utilized frequency fmax= 5 Hz. Based on whether analogue or digital data processing methods are used, the requirements given in 4.3.2 or in 4.3.3 apply. BS ISO 15037-1:20064 4.3.2 Analogue data processing The bandwidth of t
34、he entire, combined transducer/recording system shall be no less than 8 Hz. In order to execute the necessary filtering of signals, low-pass filters shall be employed. The width of the passband (from 0 Hz to frequency f0at 3 dB) shall not be less than 9 Hz. Amplitude errors shall be less than 0,5 %
35、in the relevant frequency range of 0 Hz to 5 Hz. All analogue signals shall be processed with filters having sufficiently similar phase characteristics to ensure that time delay differences due to filtering lie within the required accuracy for time measurement. NOTE During analogue filtering of sign
36、als with different frequency contents, phase shifts can occur. Therefore, a digital data processing method, as described in 4.3.3, is preferable. 4.3.3 Digital data processing 4.3.3.1 General considerations Preparation of analogue signals includes consideration of filter amplitude attenuation and sa
37、mpling rate to avoid aliasing errors, and filter phase lags and time delays. Sampling and digitizing considerations include pre-sampling amplification of signals to minimize digitizing errors; number of bits per sample; number of samples per cycle; sample and hold amplifiers; and timewise spacing of
38、 samples. Considerations for additional phaseless digital filtering include selection of passbands and stopbands and the attenuation and allowable ripple in each; and correction of filter phase lags. Each of these factors shall be considered in order to achieve a relative overall data acquisition ac
39、curacy of 0,5 %. Attenuation and phase shift information for a Butterworth filter is provided in Annex D. 4.3.3.2 Aliasing errors and anti-aliasing filters In order to avoid uncorrectable aliasing errors, the analogue signals shall be appropriately filtered before sampling and digitizing. The order
40、of the filters used and their passband shall be chosen according to both the required flatness in the relevant frequency range and the sampling rate. The minimum filter characteristics and sampling rate shall be such that: a) within the relevant frequency range of 0 Hz to fmax= 5 Hz, the maximum att
41、enuation of the analogue signal is less than the resolution of the digitized signal; and b) at one-half the sampling rate (i.e. the Nyquist or “folding” frequency), the magnitudes of all frequency components of signal and noise are reduced to less than the digital resolution. For 0,05 % resolution,
42、the filter attenuation shall be less than 0,05 % to 5 Hz, and the attenuation shall be greater than 99,95 % at all frequencies greater than one-half the sampling frequency. It is recommended that anti-aliasing filters be of order four or higher (see Annex D). Although filtering for anti-aliasing is
43、required, excessive analogue filtering shall be avoided. Moreover, all filters shall have sufficiently similar phase characteristics to ensure that differences in time delays between signals are compatible with the required accuracy for the time measurement. NOTE Phase shifts are especially signific
44、ant when measured variables are multiplied together to form new variables, because, while amplitudes multiply, phase shifts and associated time delays add. Phase shifts and time delays are reduced by increasing the filter cut-off frequency, f0. Whenever equations describing the pre-sampling filters
45、are known, it is practical to remove their phase shifts and time delays by simple algorithms performed in the frequency domain. BS ISO 15037-1:200654.3.3.3 Data sampling and digitizing At 5 Hz, the signal amplitude changes by up to 3 % per millisecond. To limit dynamic errors caused by changing anal
46、ogue inputs to 0,1 %, sampling or digitizing time shall be less than 32 s. Each pair or set of data samples to be compared shall be taken simultaneously or within a sufficiently short time period. The digitizing system shall have a resolution of 12 bits ( 0,05 %) or more and an accuracy of 2 LSB ( 0
47、,1 %). Amplification of the analogue signal before digitizing shall be such that, in the digitizing process, the combined error due to the finite resolution and inaccuracy of digitizing is less than 0,2 %. 4.3.3.4 Digital filtering For filtering of sampled data in data evaluation, phaseless (zero ph
48、ase shift) digital filters shall be used incorporating the following characteristics (see Figure 1): passband shall range from 0 Hz to 5 Hz; stopband shall begin between 10 Hz and 15 Hz; the filter gain in the passband shall be 1 0,005 (100 0,5 %); the filter gain in the stopband shall be 0,01 ( 1%)
49、. Key X frequency, f (Hz) Y filter gain aPassband. bStopband. Figure 1 Required characteristics of phaseless digital filters BS ISO 15037-1:20066 5 Test conditions 5.1 General Limits and specifications for the ambient conditions and vehicle test conditions are established below. These shall be maintained during the specific test. Any deviations shall be shown in the test report
