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1、 Reference number ISO 16333:2004(E) ISO 2004 INTERNATIONAL STANDARD ISO 16333 First edition 2004-08-15 Heavy commercial vehicles and buses Steady-state rollover threshold Tilt-table test method Vhicules utilitaires lourds et autobus Seuil statique de renversement Mthode dessai du plateau inclin ISO
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5、 below. ISO 2004 All rights reserved. Unless otherwise specified, no part of this publication may be reproduced or utilized in any form or by any means, electronic or mechanical, including photocopying and microfilm, without permission in writing from either ISO at the address below or ISOs member b
6、ody in the country of the requester. ISO copyright office Case postale 56 CH-1211 Geneva 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 2004 All rights reserved ISO 16333:2004(E) ISO 2004 All rights reserved iii Contents Page F
7、orewordiv Introduction v 1 Scope1 2 Normative references .1 3 Terms and definitions.1 4 Principle.3 5 Variables 4 6 Measuring equipment.5 7 Test conditions5 8 Test procedure 6 9 Data analysis .9 Annex A (normative) Test report Additional test conditions 13 Annex B (informative) Error sources14 ISO 1
8、6333:2004(E) iv ISO 2004 All rights reserved 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 memb
9、er 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 with ISO, also take part in the work. ISO collaborates closely with the International Ele
10、ctrotechnical 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 technical committees is to prepare International Standards. Draft International Standards adop
11、ted 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 to the possibility that some of the elements of this document may be the subject of pate
12、nt rights. ISO shall not be held responsible for identifying any or all such patent rights. ISO 16333 was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 9, Vehicle dynamics and road-holding ability. ISO 16333:2004(E) ISO 2004 All rights reserved v Introduction The dynamic
13、behaviour of heavy road vehicles is a most important part of active vehicle safety. Any given heavy commercial vehicle or bus, together with its driver and the prevailing environment, forms a unique closed-loop system. The task of evaluating the dynamic behaviour is therefore very difficult since th
14、ere is a significant interaction between these drivervehicleenvironment elements, each of which is complex in itself. Moreover, insufficient knowledge is available concerning the relationship between overall vehicle-dynamic properties and accident avoidance. Since the number of variants of heavy veh
15、icles is tremendously large, each vehicle is unique. Accordingly, results obtained using this test method apply only to the individual test vehicle and not to other vehicles, regardless of how similar they may appear to be. Test conditions also have a strong influence on test results. Therefore, onl
16、y vehicle-dynamic properties obtained under virtually identical test conditions are comparable to one another. Additionally, this International Standard is limited to the specification of a method for estimating the steady- state rollover threshold of heavy commercial vehicles and buses. While this
17、property is known to be an important component of the dynamic roll stability, it is not the only component. In particular, this document in no way accounts for the advantages that can result from the use of dynamic roll-stability control systems, and cannot alone be considered sufficient to establis
18、h a complete overview of the roll stability of a heavy commercial vehicle or bus. -,-,- INTERNATIONAL STANDARD ISO 16333:2004(E) ISO 2004 All rights reserved 1 Heavy commercial vehicles and buses Steady-state rollover threshold Tilt-table test method 1 Scope This International Standard specifies a t
19、ilt-table test method for estimating the steady-state rollover threshold of a heavy commercial vehicle or bus, i.e. the maximum lateral acceleration that the test vehicle could sustain in steady-state turning without rolling over. It is applicable to complete roll units/combinations of roll-coupled
20、vehicle units e.g. single-unit vehicles, tractorsemitrailer combinations, articulated buses, full trailers, B-train combinations of commercial vehicles, commercial vehicle combinations, buses or articulated buses as defined in ISO 3833, and under Categories M3, N2, N3, O3 and O4 of ECE and EC vehicl
21、e regulations (trucks and trailers with maximum weights above 3,5 t and buses and articulated buses with maximum weights above 5 t). It does not cover transient, vibratory or dynamic rollover situations; nor does it consider the influences of dynamic stability control systems. Furthermore, the quali
22、ty of the estimate of the steady-state rollover threshold provided by the test method decreases as the tilt angle required to produce rollover increases. Even so, the results for heavy vehicles with high rollover thresholds can be used for comparing their relative steady- state roll stability. NOTE
23、For further limitations of the specified test method, see Annex B. 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 the referenced docu
24、ment (including any amendments) applies. ISO 3833, Road vehicles Types Terms and definitions ISO 8855, Road vehicles Vehicle dynamics and road-holding ability Vocabulary ISO 15037-2:2002, Road vehicles Vehicle dynamics test methods Part 2: General conditions for heavy vehicles and buses 3 Terms and
25、definitions For the purposes of this document, the terms and definitions given in ISO 8855 and ISO 15037-2, and the following apply. 3.1 critical tilt angle Tc angle at which critical wheel lift occurs -,-,- ISO 16333:2004(E) 2 ISO 2004 All rights reserved 3.2 critical wheel lift first moment at whi
26、ch one or more wheels lift from the table surface, following which, stable roll equilibrium of the vehicle cannot be established 3.3 roll unit essentially self-supporting combination of roll-coupled vehicle units, the combination being free to roll independently of other units NOTE Typically, vehicl
27、e units joined by fifth-wheel couplings (which provide roll coupling) belong to the same roll unit, while vehicle units joined by pintle hitches (which do not provide roll coupling) belong to different roll units. Roll units including converter dollies could require minor vertical support at the dra
28、wbar pintle hitch. 3.4 steady-state rollover threshold maximum magnitude of lateral acceleration that a vehicle can sustain during steady-state cornering on a flat surface without rolling over 3.5 tilt angle T angle between the horizontal and a vector that is in the plane of the tilt-table surface a
29、nd is perpendicular to the tilt axis 3.6 tilt-table apparatus for supporting a vehicle on its tyres on a nominally planar surface and for tilting the vehicle in roll by tilting that surface about an axis nominally parallel to the X-axis of the vehicle NOTE A tilt-table can be composed either of a si
30、ngle structure supporting all tyres of the vehicle on a contiguous surface or of multiple structures supporting one or more axles on separate, but nominally coplanar, surfaces. 3.7 tilt-table ratio TTR tan (Tc), i.e., tan(T), at the occurrence of critical wheel lift 3.8 trip rail rail or kerb fixed
31、to the tilt-table surface and oriented longitudinally beside the low-side tyre(s) in order to prevent the tyre(s) from sliding sideways 3.9 wheel lift of the ith axle lwi condition in which either all left or all right tyres of the ith axle are out of contact with the surface of the tilt-table NOTE
32、It is a logical variable with values of 1 (true) or 0 (false). ISO 16333:2004(E) ISO 2004 All rights reserved 3 4 Principle The tilt-table test is a physical simulation of the roll-plane behaviour of a vehicle in a quasi-steady-state turn of gradually increasing severity. In this test, the vehicle i
33、s mounted on a tilt-table with the vehicles longitudinal axis located parallel to an axis about which the table can be tilted. The tilt-table is then gradually tilted up to the point at which the vehicle becomes unstable in roll. Safety restraints are used to prevent the actual rollover of the vehic
34、le. When the table is at a non-zero tilt angle, the test simulates a non-vibratory steady turn. As shown in Figure 1, the component of gravitational forces parallel to the table surface provides a simulation of the centrifugal forces experienced by a vehicle in turning manoeuvres. The progressive ap
35、plication of these forces by slowly tilting the table serves to simulate the effects of quasi-statically increasing lateral acceleration in steady turning manoeuvres. When the table is tilted, the centrifugal force is simulated by the component of the gravitational force parallel to the table surfac
36、e, mgsin(T), and the weight of the vehicle is simulated by the component of the gravitational force that is perpendicular to the table, mgcos(T), where m is the mass of the vehicle, g is the gravitational acceleration and T is the tilt angle. Since the primary mechanism of actual rollover depends on
37、 the ratio of the centrifugal forces to the vertical forces, it is appropriate to take the ratio of the simulated lateral acceleration forces to the simulated weight to represent the lateral acceleration. At the moment of roll instability, i.e. when critical wheel lift occurs, the tangent of the til
38、t angle, i.e. the tilt-table ratio (TTR), is an estimate of the steady-state rollover threshold, expressed in gravitational units: () () () Tc Tc Tc sin tan cos mg TTR mg = (1) As the vehicle is progressively tilted during the tilt-table test, vertical load is progressively transferred from tyres on
39、 one side of the vehicle to tyres on the other side. Tyres on the unloaded side will eventually lift off of the table surface. Typically, wheel lift does not take place simultaneously for all axles; rather, lift-off occurs at different axles at different angles of tilt. Tyres that lift off of the ta
40、ble early in the process may rise well off the table surface before the critical wheel lift occurs and the vehicle becomes unstable in roll. It is often the case that the vehicle will become unstable even though all tyres of one or more axles (often the steer axle) remain firmly on the table surface
41、. The tilting motion of the table should be stopped simultaneously with the vehicle becoming unstable in roll, and safety restraints should be arranged to arrest the roll motion of the vehicle immediately following that critical tyre-lift event. Annex B presents further discussion of the tilt-table
42、test method dealing with conceptual and practical sources of error. ISO 16333:2004(E) 4 ISO 2004 All rights reserved Key 1 simulated centrifugal force = mgsin(T) 2 actual weight = mg 3 simulated weight = mgcos(T) Figure 1 Schematic diagram of tilt-table test 5 Variables The following variables shall
43、 be determined: a) wheel lift at each axle (lwi); b) tilt angle at each axle of the vehicle (Ti). Alternatively, where it is independently assured that all values of Ti are within a range of 0,1, tilt angle (T) shall be determined. Some or all of the following variables should be determined, in orde
44、r to aid in analysing the vehicles behaviour: roll angle(s) relative to the tilt-table surface at relevant positions on the sprung mass(es); roll angle(s) relative to the tilt-table surface of unsprung mass(es); lateral suspension deflections; tyre deflections; air-spring pressures; lateral deflecti
45、ons of relevant elements of the chassis or payload. It is also recommended that the data record include event markers to indicate the occurrence of significant events of interest, e.g. the transition through spring lash. ISO 16333:2004(E) ISO 2004 All rights reserved 5 6 Measuring equipment 6.1 Gene
46、ral Measurement and recording equipment shall be in accordance with ISO 15037-2. 6.2 Description All variables shall be measured by means of appropriate transducers, whose time histories should be recorded by a multi-channel recording system. Typical operating ranges and recommended maximum errors o
47、f the transducer recording systems for the variables not listed in ISO 15037-2 are shown in Table 1. Table 1 Typical operating ranges and recommended maximum errors of variables not listed in ISO 15037-2 Variable Typical operating range Recommended max. error of combined system Tilt angle(s) 40 0,1
48、Roll angles relative to the tilt-table surface 15 0,1 Lateral deflections 50 mm 1 mm Air-spring inflation pressures 1 500 kPa 15 kPa 6.3 Data processing The tilt-table test is a quasi-static test so that data processing concerns relating the natural frequencies of vehicle responses and the frequency
49、 response of the instrument system do not apply in the usual manner. However, the bandwidths of the analog data systems and the sampling rates of digitising systems, in relationship to the maximum tilt rate of the table and the maximum roll rates of the vehicle and its components, influence the overall accuracy of the measurement system. Specifications should b