Codeofchina.com is in charge of this English translation. In case of any doubt about the English translation, the Chinese original shall be considered authoritative.
This document is developed in accordance with the rules given in GB/T 1.1-2020 Directives for standardization — Part 1: Rules for the structure and drafting of standardizing documents.
This document has been redrafted and modified in relation to ISO 15037-2:2002 Road vehicles—Vehicle dynamics test methods—Part 2: General conditions for heavy vehicles and buses.
This document is changed largely from ISO 15037-2: 2002 in structure; the correspondence between this document and ISO 15037-2: 2002 in clause number is listed in Annex A.
The main technical differences with respect to ISO 15037-2:2002 and their reasons are as follows:
——The application scope was changed from "trucks above 3.5 t and buses above 5 t, and M3, N2, N3, O3 and O4" to "vehicles and buses of category M2, M3, N2 and N3 having a total mass exceeding 3,500kg" (see Clause 1), which is consistent with the current standard.
——ISO 8855:2011 was replaced by GB/T 12549-2013 (see 4.1), the former not equivalent to the latter. GB/T 12549-2013 has been revised and adjusted based on ISO 8855:2011 according to the standards in China.
——The terms and definitions of "3.2 offtracking, 3.3 rearward amplification, 3.4 zero damping speed, 3.5 reference damping speed, 3.6 centre-line point, 3.7 yaw articulation angle" were deleted (see Clause 3), so there are no relevant terms and definitions in this standard.
——In Table 1, the typical operating ranges of steering wheel angle was changed from "-360°to 360°" to "-1,080°to 1,080°", and the maximum error was changed from "±2° for |δH|<180°; ±4°for |δH|>180°" to “±1° for |δH|<50°; ±2° for 50°<|δH|<180°; ±4° for |δH|>180°" (see 5.1), which is consistent with the commonly used steering wheel angle transducers.
——In Table 1, the typical operating ranges of steering wheel torque was changed from "-50 N·m to 50 N·m (in case of no power steering), -20 N·m to 20 N·m (in case of power steering)" to "-30 N·m to 30 N·m", and the maximum error was changed from "0.5 N·m for 50 N·m; 0.2 N·m for 20 N·m" to “±0.1 N·m for |MH|≤10 N·m; ±0.3 N·m for |MH|>10 N·m" (see 5.1), which is consistent with the commonly used steering wheel angle transducers.
——In Table 1, the typical operating ranges of sideslip angle was changed from "-10° to 10°" to "-20° to 20°", and the maximum error was changed from "±0.5" to “±0.3°" (see 5.1), which is consistent with the commonly used sideslip angle transducers.
——With regard to the data processing, "For lighter trucks, it could be necessary to increase frequency to 3 Hz" (see 5.3.1) was deleted, and the relevant requirements of lighter trucks are specified in other standards.
——With regard to the analog signal debugging, "In order to preserve low-frequency signals, the signals shall be DC coupled." (see 5.3.2.2) was added. In order to ensure the integrity of low-frequency information in analog signals, analog signal processing is uniformly standardized.
——The time of sampling and digitization was changed from "shall be less than 80×10-6 s" to "shall be less than 32 μs" (see 5.3.4.1), which is consistent with the commonly used sampling equipment.
——"Sampling rate shall be greater than or equal to 30 fmax" (see 5.3.4.1) was deleted, and no further requirement is specified for sampling rate if the required accuracy is satisfied.
——The tyre inflation pressure error was changed from "2%" to "the error shall not exceed 10 kPa" (see 6.5.4). The tyre pressure of commercial vehicles is large, and 2% error is too large, so it was changed to 10 kPa.
——"The gradient of road surface under test shall not exceed 2.5% in any direction” was changed to "2% (1.5 % recommended)".
The following editorial changes have been made in this document:
——In order to coordinate with the existing standards, the name of the standard was changed to "General condition of vehicle dynamics test for heavy vehicles and buses";
——Informative Annex C and Annex D were added.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. The issuing body of this document shall not be held responsible for identifying any or all such patent rights.
This standard was proposed by the Ministry of Industry and Information Technology of the People's Republic of China.
This document is under the jurisdiction of the National Technical Committee of Auto Standardization (SAC/TC 114).
General condition of vehicle dynamics test for heavy vehicles and buses
1 Scope
This standard specifies the test methods of dynamics for heavy commercial vehicles and buses.
This standard is applicable to vehicles and buses of category M1, M2, M3, N2 and N3 having a total mass exceeding 3,500kg.
2 Normative references
The following documents contain provisions which, through reference in this text, constitute provisions 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.
GB/T 12549-2013 Terms and definitions for vehicle controllability and stability (ISO 8855:2011, NEQ)
3 Terms and definitions
For the purposes of this document, the following term and definition applies.
3.1
vehicle unit
unit of vehicle combination connected with a yaw-articulation joint
Note: The number of vehicle units is one more than the number of articulation joints.
4 Variables
4.1 Reference system
The variables of motion recorded in the test shall meet the coordinate system definition in GB/T 12549-2013. The location of the origin of the coordinate is usually the centroid of the vehicle, and other positions are allowed, which shall be recorded in the test report, see Annex B.
4.2 Variables to be measured
To describe of driver input and vehicle response related to vehicle dynamics, the main variables are as follows:
——steering wheel angle, δH;
——steering wheel torque, MH;
——longitudinal velocity, vX;
——sideslip angle of each vehicle unit, β; or lateral velocity, vY;
——longitudinal acceleration, aX;
——lateral acceleration of each vehicle unit, aY;
——yaw velocity of each vehicle unit, dΨ/dt;
——roll velocity of each vehicle unit, dφ/dt;
——pitch velocity, dθ/dt;
——roll angle of each vehicle unit, φ;
——pitch angle, θ;
——articulation angle, △Ψ.
All tests that make reference to this standard shall specify which variables apply. The tests are carried out according to specific standards, and other variables can be added or recommended accordingly. These variables can be measured directly or calculated from the measured values.
Foreword i
1 Scope
2 Normative references
3 Terms and definitions
4 Variables
5 Measuring equipment
6 Test conditions
7 Test preparation
Annex A (Informative) Structural changes between this document and ISO 15037-2:
Annex B (Normative) Test report — General data
Annex C (Informative) Transducers and their installation
Annex D (Informative) Analog filtering: Butterworth filter
Annex E (Normative) Test conditions
Codeofchina.com is in charge of this English translation. In case of any doubt about the English translation, the Chinese original shall be considered authoritative.
This document is developed in accordance with the rules given in GB/T 1.1-2020 Directives for standardization — Part 1: Rules for the structure and drafting of standardizing documents.
This document has been redrafted and modified in relation to ISO 15037-2:2002 Road vehicles—Vehicle dynamics test methods—Part 2: General conditions for heavy vehicles and buses.
This document is changed largely from ISO 15037-2: 2002 in structure; the correspondence between this document and ISO 15037-2: 2002 in clause number is listed in Annex A.
The main technical differences with respect to ISO 15037-2:2002 and their reasons are as follows:
——The application scope was changed from "trucks above 3.5 t and buses above 5 t, and M3, N2, N3, O3 and O4" to "vehicles and buses of category M2, M3, N2 and N3 having a total mass exceeding 3,500kg" (see Clause 1), which is consistent with the current standard.
——ISO 8855:2011 was replaced by GB/T 12549-2013 (see 4.1), the former not equivalent to the latter. GB/T 12549-2013 has been revised and adjusted based on ISO 8855:2011 according to the standards in China.
——The terms and definitions of "3.2 offtracking, 3.3 rearward amplification, 3.4 zero damping speed, 3.5 reference damping speed, 3.6 centre-line point, 3.7 yaw articulation angle" were deleted (see Clause 3), so there are no relevant terms and definitions in this standard.
——In Table 1, the typical operating ranges of steering wheel angle was changed from "-360°to 360°" to "-1,080°to 1,080°", and the maximum error was changed from "±2° for |δH|<180°; ±4°for |δH|>180°" to “±1° for |δH|<50°; ±2° for 50°<|δH|<180°; ±4° for |δH|>180°" (see 5.1), which is consistent with the commonly used steering wheel angle transducers.
——In Table 1, the typical operating ranges of steering wheel torque was changed from "-50 N·m to 50 N·m (in case of no power steering), -20 N·m to 20 N·m (in case of power steering)" to "-30 N·m to 30 N·m", and the maximum error was changed from "0.5 N·m for 50 N·m; 0.2 N·m for 20 N·m" to “±0.1 N·m for |MH|≤10 N·m; ±0.3 N·m for |MH|>10 N·m" (see 5.1), which is consistent with the commonly used steering wheel angle transducers.
——In Table 1, the typical operating ranges of sideslip angle was changed from "-10° to 10°" to "-20° to 20°", and the maximum error was changed from "±0.5" to “±0.3°" (see 5.1), which is consistent with the commonly used sideslip angle transducers.
——With regard to the data processing, "For lighter trucks, it could be necessary to increase frequency to 3 Hz" (see 5.3.1) was deleted, and the relevant requirements of lighter trucks are specified in other standards.
——With regard to the analog signal debugging, "In order to preserve low-frequency signals, the signals shall be DC coupled." (see 5.3.2.2) was added. In order to ensure the integrity of low-frequency information in analog signals, analog signal processing is uniformly standardized.
——The time of sampling and digitization was changed from "shall be less than 80×10-6 s" to "shall be less than 32 μs" (see 5.3.4.1), which is consistent with the commonly used sampling equipment.
——"Sampling rate shall be greater than or equal to 30 fmax" (see 5.3.4.1) was deleted, and no further requirement is specified for sampling rate if the required accuracy is satisfied.
——The tyre inflation pressure error was changed from "2%" to "the error shall not exceed 10 kPa" (see 6.5.4). The tyre pressure of commercial vehicles is large, and 2% error is too large, so it was changed to 10 kPa.
——"The gradient of road surface under test shall not exceed 2.5% in any direction” was changed to "2% (1.5 % recommended)".
The following editorial changes have been made in this document:
——In order to coordinate with the existing standards, the name of the standard was changed to "General condition of vehicle dynamics test for heavy vehicles and buses";
——Informative Annex C and Annex D were added.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. The issuing body of this document shall not be held responsible for identifying any or all such patent rights.
This standard was proposed by the Ministry of Industry and Information Technology of the People's Republic of China.
This document is under the jurisdiction of the National Technical Committee of Auto Standardization (SAC/TC 114).
General condition of vehicle dynamics test for heavy vehicles and buses
1 Scope
This standard specifies the test methods of dynamics for heavy commercial vehicles and buses.
This standard is applicable to vehicles and buses of category M1, M2, M3, N2 and N3 having a total mass exceeding 3,500kg.
2 Normative references
The following documents contain provisions which, through reference in this text, constitute provisions 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.
GB/T 12549-2013 Terms and definitions for vehicle controllability and stability (ISO 8855:2011, NEQ)
3 Terms and definitions
For the purposes of this document, the following term and definition applies.
3.1
vehicle unit
unit of vehicle combination connected with a yaw-articulation joint
Note: The number of vehicle units is one more than the number of articulation joints.
4 Variables
4.1 Reference system
The variables of motion recorded in the test shall meet the coordinate system definition in GB/T 12549-2013. The location of the origin of the coordinate is usually the centroid of the vehicle, and other positions are allowed, which shall be recorded in the test report, see Annex B.
4.2 Variables to be measured
To describe of driver input and vehicle response related to vehicle dynamics, the main variables are as follows:
——steering wheel angle, δH;
——steering wheel torque, MH;
——longitudinal velocity, vX;
——sideslip angle of each vehicle unit, β; or lateral velocity, vY;
——longitudinal acceleration, aX;
——lateral acceleration of each vehicle unit, aY;
——yaw velocity of each vehicle unit, dΨ/dt;
——roll velocity of each vehicle unit, dφ/dt;
——pitch velocity, dθ/dt;
——roll angle of each vehicle unit, φ;
——pitch angle, θ;
——articulation angle, △Ψ.
All tests that make reference to this standard shall specify which variables apply. The tests are carried out according to specific standards, and other variables can be added or recommended accordingly. These variables can be measured directly or calculated from the measured values.
Contents of GB/T 40499-2021
Foreword i
1 Scope
2 Normative references
3 Terms and definitions
4 Variables
5 Measuring equipment
6 Test conditions
7 Test preparation
Annex A (Informative) Structural changes between this document and ISO 15037-2:
Annex B (Normative) Test report — General data
Annex C (Informative) Transducers and their installation
Annex D (Informative) Analog filtering: Butterworth filter
Annex E (Normative) Test conditions
