《BS-AU-200-1A-1984.pdf》由会员分享，可在线阅读，更多相关《BS-AU-200-1A-1984.pdf（16页珍藏版）》请在三一文库上搜索。
1、BRITISH STANDARD AUTOMOBILE SERIES CONFIRMED NOVEMBER 1992 BS AU 200-1a:1984 Incorporating Amendment No. 1 Spray reducing devices for heavy goods vehicles Part 1: Specification for design of containment devices UDC 629.113-182.3-763.2 Licensed Copy: London South Bank University, London South Bank Un
2、iversity, Sat Dec 09 01:57:53 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS AU 200-1a:1984 This British Standard, having been prepared under the direction of the Automobile Standards Committee, was published under the authority of the Board of BSI and comes into effect on 31 August 1984 BSI 02-2000
3、The following BSI references relate to the work on this standard: Committee reference AUE/13 Draft for comment 83/76731 DC ISBN 0 580 13907 7 Committees responsible for this British Standard The preparation of this British Standard was entrusted by the Automobile Standards Committee (AUE/-) to Techn
4、ical Committee AUE/13 upon which the following bodies were represented: Department of Transport Freight Transport Association Limited Institute of Road Transport Engineers (Incorporated) London Transport Executive National Bus Company National Freight Corporation (NFC) Ltd. Road Haulage Association
5、Ltd. Society of Motor Manufacturers and Traders Limited The following bodies were also represented in the drafting of the standard, through subcommittees and panels: British Aggregate Construction Materials Industries British Rubber Manufacturers Association Department of the Environment (Transport
6、and Road Research Laboratory) Institute of Petroleum Motor Industries Research Association Ministry of Defence University of Southampton Vehicle Builders and Repairers Association Coopted members Amendments issued since publication Amd. No.Date of issueComments 5448August 1986Indicated by a sideline
7、 in the margin Licensed Copy: London South Bank University, London South Bank University, Sat Dec 09 01:57:53 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS AU 200-1a:1984 BSI 02-2000i Contents Page Committees responsibleInside front cover Forewordii Section 1. General 1Scope1 2Definitions1 3Complian
8、ce1 4Design features2 5Condition of vehicle2 Section 2. Containment and spray suppression devices forming conventional types of wheel guarding 6Wheel guards2 7Outer valances3 8Wheel flaps4 Section 3. Containment and spray suppression devices for some non-steerable wheels 9Outer valances5 10Wheel fla
9、ps5 Section 4. Containment systems forming an alternative to the valances and suppression devices in section 2 11Wheel guards6 12Outer valances6 13Wheel flaps9 Appendix A Guidelines on aerodynamics10 Figure 1 Width of wheel guard and position of outer valance2 Figure 2 Wheel guards, wheel flaps and
10、outer valances for single axles and multiple axles where the distance between tyres is greater than 300 mm3 Figure 3 Wheel guards, wheel flaps and outer valances for multiple axles where the distance between tyres is 300 mm or smaller4 Figure 4 Configuration of valances6 Figure 5 Wheel guards, wheel
11、 flaps and outer valances using air/water separators for multiple axles where the distance between tyres is 300 mm or less7 Figure 6 Wheel guards, wheel flaps and outer valances using air/water separators for single axles and multiple axles where the distance between tyres is greater than 300 mm8 Pu
12、blication referred toInside back cover Licensed Copy: London South Bank University, London South Bank University, Sat Dec 09 01:57:53 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS AU 200-1a:1984 ii BSI 02-2000 Foreword This British Standard has been prepared under the direction of the Automobile Sta
13、ndards Committee at the request of the Department of Transport to specify requirements for devices to control spray from heavy goods vehicles. The problem of spray is so complex and exacerbated by many factors, that even the fitting of full comprehensive spray reducing devices is unlikely to totally
14、 eliminate spray. However, it has been shown that vision from an overtaking vehicle can be significantly improved when spray reduction devices are fitted to heavy goods vehicles. In addition the rearward vision from these vehicles is similarly improved, so that the overtaking vehicle is more visible
15、 to the driver. Spray is generated by the interaction between vehicle tyres and a wet road surface. The density of the spray cloud produced will vary from point to point within the cloud but in general it is dependent on factors such as the depth of surface water, vehicle size and design, speed and
16、the direction and velocity of the wind. It is also affected by road surface design and special pervious road surfaces can help reduce spray. However, these are not viable for general road use at the time of publishing this standard which in any case only covers improvements in vehicle design. Resear
17、ch has shown that spray only becomes objectionable and significant above 50 mile/h (80 km/h) and that light vehicles travelling at speeds below 70 mile/h (112 km/h) do not normally generate sufficient spray to add to this problem. The problem is caused by spray being generated at such a height and d
18、ensity that visibility is seriously impaired for other road users and the rear vision of the driver of the spray-producing vehicle can also be reduced. Under the worst driving conditions the windscreen wipers cannot in general maintain a clear windscreen so aggravating the problem. The wheel size an
19、d combination of axles of larger goods vehicles, together with their poor aerodynamic performance, make them the most significant spray generators, particularly when travelling at over 50 mile/h (80 km/h). Most work on spray reduction has therefore been directed at this group of vehicles. Tests have
20、 shown that three aspects of vehicle design can have a significant effect in the reduction of spray and these are as follows: a) containment around the wheels, i.e. correctly designed wheel guards, valances and wheel flaps; b) fitting suppression devices which help prevent surface water thrown up by
21、 the tyres forming spray; c) paying due regard to the aerodynamic characteristics of vehicles. Each of these aspects is addressed separately in this standard but it should be recognized that a system using a combination of all three methods is much more likely to be effective than any single type of
22、 device. Whilst this British Standard applies specifically to heavy goods vehicles and their trailers its principles may be used for other vehicles when similar problems occur. BS AU 200-2a specifies the performance requirements of suppression material and devices, and air/water separating material
23、and devices. A British Standard does not purport to include all the necessary provisions of a contract. Users of British Standards are responsible for their correct application. Compliance with a British Standard does not of itself confer immunity from legal obligations. Summary of pages This docume
24、nt comprises a front cover, an inside front cover, pages i and ii, pages 1 to 10, an inside back cover and a back cover. This standard has been updated (see copyright date) and may have had amendments incorporated. This will be indicated in the amendment table on the inside front cover. Licensed Cop
25、y: London South Bank University, London South Bank University, Sat Dec 09 01:57:53 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS AU 200-1a:1984 BSI 02-20001 Section 1. General 1 Scope This Part of BS AU 200 specifies requirements for devices which are fitted to motor vehicles and trailers for the pu
26、rpose of controlling spray which is generated between the vehicle tyres and a wet road surface. Requirements for containment and suppression devices in the form of “conventional” types of wheel guards with valances and wheel flaps for motor vehicles having a maximum gross mass exceeding 7.5 t, artic
27、ulated tractor units having a train mass exceeding 7.5 t and trailers having a maximum gross mass exceeding 3.5 t are specified in section 2. Requirements for containment and suppression devices which may be fitted as alternatives to the devices dealt with in section 2 when conventional types of whe
28、el guards are not used, but the wheels are always covered by the floor of the vehicle body, are specified in section 3. Section 3 applies only to non-steerable rear wheels on single and multiple axles of motor vehicles having a maximum gross mass exceeding 7.5 t and to trailers having a maximum gros
29、s mass exceeding 3.5 t. Alternative requirements for valances and wheel flaps for use on the containment devices dealt with in section 2 for the types of vehicle referred to in that section are specified in section 4. NOTE 1Appendix A contains general comment relating to aerodynamic styling. NOTE 2T
30、he title of the publication referred to in this standard is given on the inside back cover. 2 Definitions For the purposes of this Part of BS AU 200, the following definitions apply. 2.1 containment device a device intended to contain the water which is shed by the vehicle tyre and to return it to t
31、he road surface at a low velocity 2.2 wheel guard (mudguard) that part of the containment device which is designed to restrict or prevent surface water, which is shed by the vehicles tyres, from being projected away from the vehicle NOTE 1The wheel guard may be part of the body structure. NOTE 2Whee
32、l guards should reduce the danger and also provide protection as far as possible to other road users from stones, mud, ice and snow thrown up by the tyres. 2.3 valance that part of the containment device in or approaching the longitudinal vertical plane of the vehicle 2.4 wheel flap that part of the
33、 containment device attached to the underside of the vehicle or the wheel guard to form an extension towards the road surface, behind the wheel, in or approaching the plane normal to the longitudinal planes of the vehicle 2.5 suppression device a device or material designed to absorb or dissipate th
34、e energy of water thrown from the tyre in order to reduce the degree to which the water shatters into fine droplets on hitting a surface NOTEIt may form part of the containment device. 2.6 air/water separator a device forming part of the valance and/or wheel flap which permits air to flow through wh
35、ilst reducing the emission of spray 2.7 lifting axle an axle which may be raised from the road surface in the normal course of vehicle operation 2.8 tread breadth the breadth of that part of the tyre which contacts the road under normal conditions of use measured at 90 to the peripheral line of the
36、tread 3 Compliance Spray reducing devices shall be in accordance with the following. a) Spray reducing devices for motor vehicles having a maximum gross mass exceeding 7.5 t, for articulated tractor units having a train mass exceeding 7.5 t and for trailers having a maximum gross mass exceeding 3.5
37、t, except for the case detailed in b), shall comply with either section 2 or section 4. b) Spray reducing devices for non-steerable rear wheels fitted to motor vehicles having a maximum gross mass exceeding 7.5 t and to trailers having a maximum gross mass exceeding 3.5 t and where the wheels are no
38、rmally covered by the floor of the vehicle body shall comply with section 2 or section 3 or section 4. Licensed Copy: London South Bank University, London South Bank University, Sat Dec 09 01:57:53 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS AU 200-1a:1984 2 BSI 02-2000 4 Design features 4.1 Gener
39、al. Containment devices shall be designed not to damage tyres. NOTEIt is essential that containment devices permit adequate air flow around tyres and brake hub assemblies to avoid overheating. 4.2 Lifting axles. Where a vehicle is fitted with a lifting axle or axles the containment device shall cove
40、r: a) all wheels when the lifting axle is lowered; and b) the wheels remaining in contact with the road when the lifting axle is raised. 4.3 Pivoting axles. Where an entire axle is centrally pivoted, so that it can move in a horizontal arc, the containment device shall comply with the requirements f
41、or non-steerable wheels if mounted on the pivoting section. If it is not mounted on the pivoting section, it shall comply with the requirements for steerable wheels. 4.4 Position of outer valance. For steerable wheels, the distance between a longitudinal plane touching the outer edge of a tyre and t
42、he inside edge, or the inside edge of any lip, of the outer valance shall not exceed 100 mm. For non-steerable wheels, the distance between a longitudinal plane touching the outer edge of a tyre and the inside edge of the outer valance shall not exceed 75 mm unless the radius of the lower edge of th
43、e outer valance specified in 7.1 and 12.2 does not exceed 1.0R, in which case it shall not exceed 100 mm (see Figure 1). NOTEIt is recommended that inner valances should be provided whenever practicable. 5 Condition of vehicle For the purposes of the requirements of this standard, the vehicle shall
44、be in the following condition. a) The vehicle shall be without load, with bodywork and in running order (including coolant, oils, fuel, tools, spare wheel and a driver). For the tractor unit of an articulated vehicle, the trailer shall be attached, for vehicles fitted with demountable body systems,
45、an empty body shall be attached. In all cases, the wheels shall be in the straight ahead position. b) In the case of semi-trailers for articulated vehicles, the load platform shall be horizontal. c) Tyres shall be in nominally new condition. For the purpose of determining the breadth, the labelling
46、(marking), decorations, protective bands or ribs on tyre walls shall not be included. The tyre breadth shall be measured at the height of the wheel centre. Section 2. Containment and spray suppression devices forming conventional types of wheel guarding 6 Wheel guards 6.1 The wheel guard shall be po
47、sitioned to cover the area directly above, to the front and to the rear of the tyre(s) as follows. a) For single axles and multiple axles where the distance between tyres on adjacent axles is greater than 300 mm, the front edge (Figure 2 point C) shall extend forward to reach a line such that = 30 m
48、aximum for steerable wheels or 20 maximum for non-steerable wheels above the horizontal and passing through the wheel centre. The rear edge (Figure 2 point A) shall extend downwards so that it is not more than 100 mm above a horizontal line through the wheel centre. b) In the case of multiple axles
49、where the distance between the tyres (d) on adjacent axles is not more than 300 mm, the wheel guard shall be in accordance with Figure 3. NOTEThis applies for two or more axles. NOTEDimensions b and t are measured at hub height, Figure 1 Width of wheel guard and position of outer valance Licensed Copy: London South Bank University, London South Bank University, Sat Dec 09 01:57:53 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS AU 200-1a:1984 BSI 02-20003 c) The overall width, q (see Figure 1), of the wheel guard shall be at least sufficient to cover the tota