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GB 28373-2012: Tank vehicles of categories N and O with regard to rollover stability
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Tank vehicles of categories N and O with regard to rollover stability
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GB 28373-2012
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PDF similar to GB 28373-2012
Standard similar to GB 28373-2012 GB/T 36149 GB/T 26774 QC/T 326 Basic data | Standard ID | GB 28373-2012 (GB28373-2012) | | Description (Translated English) | Tank vehicles of categories N and O with regard to rollover stability | | Sector / Industry | National Standard | | Classification of Chinese Standard | T50 | | Classification of International Standard | 43.160 | | Word Count Estimation | 10,183 | | Quoted Standard | GB/T 17350 | | Regulation (derived from) | National Standards Bulletin No. 9 of 2012 | | Issuing agency(ies) | General Administration of Quality Supervision, Inspection and Quarantine of the People's Republic of China, Standardization Administration of the People's Republic of China | | Summary | This Chinese standard specifies the N and O classes tank vehicle roll stability of terms, definitions, limit requirements, real vehicle test method, simulation method, sampling and pass judgment. This standard applies to N2, N3 class tank cars and tank tr | GB 28373-2012: Tank vehicles of categories N and O with regard to rollover stability---This is a DRAFT version for illustration, not a final translation. Full copy of true-PDF in English version (including equations, symbols, images, flow-chart, tables, and figures etc.) will be manually/carefully translated upon your order.
Tank vehicles of categories N and O with regard to rollover stability
ICS 43.160
T50
National Standards of People's Republic of China
Transportability of Class N and O Tank Vehicles
2012-05-11 release
2014-01-01 Implementation
General Administration of Quality Supervision, Inspection and Quarantine of the People's Republic of China
China National Standardization Management Committee released
Foreword
The contents of Chapter 4, Chapter 5 and Chapter 6 of this Standard are mandatory and the rest are recommended.
This standard is drafted in accordance with the rules given in GB/T 1.1-2009.
This standard refers to ECER111-2001 regulations "on the stability of the terms of the approval of N and O-type tank motor vehicle uniform regulations
Set "to develop. The main technical contents of this standard and ECER111-2001 regulations are as follows.
- ECER111-2001 Regulation applies to the European Agreement on International Transport of Dangerous Goods Road (ADR Agreement)
Of the dangerous goods of the tank vehicles, this standard applies to tank cars and tank trailers.
--- ECER111-2001 regulations in the calculation of the calculation limit for the lateral acceleration of not less than 4m/s2, the standard calculation by calculation
The ratio of lateral acceleration to gravitational acceleration shall not be less than 0.408.
--- Added Chapter 7 Sampling and Conformity Determination.
This standard is proposed by the National Development and Reform Commission.
This standard by the National Automotive Standardization Technical Committee (SAC/TC114) centralized.
The drafting of this standard. Hanyang Special Purpose Vehicle Research Institute, China Automotive Technology Research Center, CIMC Vehicle (Group) Co., Ltd., China
A car company, Qingdao Zhongyou General Machinery Co., Ltd., Dongguan Yongqiang Automobile Manufacturing Co., Ltd.
The main drafters of this standard. Nie Chengjun, Wang Xueping, Yu Changyang, Su Yuping, Pan Junxing, Su Debiao, Hu Gang
This standard is the first release.
Transportability of Class N and O Tank Vehicles
1 Scope
This standard specifies the terms, definitions, limits, actual test methods, simulations, and pumping methods for the roll stability of N and O tank vehicles.
Like and qualified.
This standard applies to N2, N3 tank cars and O3, O4 tank trailers.
2 normative reference documents
The following documents are indispensable for the application of this document. For dated references, only the dated edition applies to this article
Pieces. For undated references, the latest edition (including all modifications) applies to this document.
GB/T 17350 terms and codes for special vehicles and special trailers
3 terms and definitions
The following definitions and definitions of the following definitions and definitions apply to this document.
3.1
Flip the critical point roloverthreshold
All the wheels on the side of the vehicle are disengaged from the tilting table surface in an instantaneous state.
3.2
Suspension device bogie
An axle group with a load distribution compensation function in which the wheels on one side of all wheels can simultaneously achieve zero
load.
3.3
Tank filling rate filingratioofthetank
The ratio of the volume of the cargo filled in the tank to the geometric volume of the tank.
4 limit requirements
4.1 Limits of actual vehicle test method
4.1.1 The static roll stability of the vehicle shall be such that, when the angle of the roll table reaches 23 ° in the roll test on the left and right sides,
The vehicle should not roll.
4.1.2 If the vehicle has exceeded one of the three tests on the left or right side, a repeat test is allowed. Repeated trial is still not
Up to the requirements of the static stability of the vehicle was judged to be unqualified.
4.1.3 In the roll test, the vehicle parts which do not come into contact during normal use shall not be exposed to the test.
4.2 Limits of simulation calculations
The ratio of the lateral acceleration to the gravitational acceleration calculated by the calculation should not be less than 0.408.
5 real vehicle test method
5.1 Test conditions
5.1.1 Test device
The tilting table shall have sufficient rigidity and shall not exhibit any significant deformation under the conditions of maximum test load. In order to prevent the vehicle from being tested
During the test, slide should be set close to the position of the tire. The anti-skid stop should not affect the test results.
5.1.2 Wind conditions
In the ground 10m height, the test device center for the radius of 30m radius, the lateral wind speed should not exceed 3m/s, the total wind
Speed should not exceed 5m/s.
5.1.3 Tires
For test vehicles under rated load conditions, the pressure in the tire should be equal to the pressure specified by the vehicle manufacturer. In the cold state, inflated
The pressure tolerance is 2%.
5.1.4 Vehicle components
5.1.4.1 All vehicle components (including spring conditions and settings, other suspension assemblies and suspension shapes, etc.) that may affect the test results shall be
In the state prescribed by the manufacturer.
5.1.4.2 The height adjustment of the suspension shall be in a closed state (maintained as a static value) during the roll test. Suspension on both sides of the fork
The link should be in an invalid state.
5.2 Accuracy of test equipment
The measurement accuracy of the test device shall not be less than 0.3 °.
5.3 Non-powered vehicles
If the test vehicle is a semi-trailer, trailer or other trailer, the vehicle may be carried out in conjunction with a tractor or a replacement tractor
Test. If the tractor affects the test results, other tractors or other alternative devices that do not affect the test results should be used.
5.4 Vehicle load conditions
5.4.1 Total mass is the maximum permissible total mass.
5.4.2 The axle load of each shaft shall not exceed the maximum permissible shaft load.
5.4.3 Water or other non-hazardous materials may be used as an alternative load to design the loaded articles for testing. The tank filling rate shall not be small
At 70%.
5.4.4 If the total vehicle mass or axle load exceeds the maximum allowable value if the tank filling rate is less than 70%,
Low-density alternative load.
5.4.5 Cylinders with compartment tanks shall be loaded in a warehouse, and the height of the center of gravity of each axle or each axle shall be close to the actual center of gravity.
5.4.6 The calculation method shall be used for vehicles that can not meet the test load specified in 5.4.1 to 5.4.5.
5.5 Test safety
A restraint shall be used to prevent the vehicle from rollover in the test, and the restraint shall not affect the test results.
5.6 Test methods
5.6.1 The angle of the roll should be increased slowly (at a speed not greater than 0.25 °/s) until the rollover is critical. The vertical centerline of the vehicle should be tilted with the table
Of the longitudinal center line parallel to the deviation of not more than 25mm.
5.6.2 All maneuverable shafts on the vehicle shall be locked to prevent lateral movement of the shaft or rotation of the wheel in the direction of operation. Should be in the longitudinal direction
The vehicle is fixed to prevent movement before and after, but should not affect the test results.
5.6.3 Test 3 times on the left and right sides of the longitudinal centerline of the vehicle. The vehicle should be evacuated from the pan at each test interval and short
Time to start the vehicle so that its suspension system and coupling components are restored to the state before the first test.
6 simulation method
6.1 Calculation conditions
6.1.1 The basic conditions are as follows.
a) axle roll center set on the ground;
b) assume that the body structure is rigid;
c) the vehicle has a symmetry to the longitudinal centerline;
d) the relationship between load and deformation of tires and suspensions is linear;
e) Do not account for deformation in the horizontal direction of the suspension.
6.1.2 Trailer conditions are as follows.
a) If the trailer is a trailer or a central axle trailer, this calculation method does not need to include the coupler between the trailer and the tractor;
b) If the trailer is a semi-trailer, use the traction pin roll stiffness to simulate the impact of the tractor, including the characteristics of the simulation tractor suspension,
Tire characteristics, the movement of the saddle relative to the ground.
6.1.3 Vehicle loading conditions are as follows.
a) total mass is the maximum permissible total mass;
b) The shaft load shall not exceed the maximum allowable shaft load.
6.2 Calculation method
6.2.1 The roll stiffness (angular stiffness) of each suspension and the virtual vehicle roll angle
6.2.1.1 Suspension with single row of tires
a) The tilting stiffness of the i-th suspension is calculated according to equation (1).
CDRi = FRV1 × T
Ni
(1)
Where.
i - Suspension device serial number (same below);
CDRi --- total anti-dump stiffness of the i-th suspension, in kilohertz per kilometer (kNm/rad);
FRV1 --- Tons vertical stiffness of the i-th suspension, in kilohertz (kN/m);
TNi --- the nominal track of the wheels on the i-th axle, in meters (m).
b) The equivalent roll stiffness of the i-th point in the ground inclination is calculated according to equation (2)
CDGMi = CDGi x HNHN-m
êê
úú
(2)
Where.
CDGMi --- the equivalent roll stiffness of the i-th place, in kilohertz per kilometer (kNm/rad);
CDGi --- the tilting stiffness of the suspension on the axis of the axle of the i-th point, in kilohertz per kilometer (kNm/rad);
HN --- the height of the center of gravity of the spine of the i-th site, in meters (m);
mi --- the ith point of the location of the suspension axis of the nominal height of the axis, in meters (m).
c) The composite roll stiffness of the i-th point is calculated according to equation (3).
CDRESi = CDGMi × CDGiCDGMi CDGi
(3)
Where.
CDRESi - the composite roll stiffness of the i-th place, in kilohertz per kilometer (kNm/rad);
CDGMi --- the equivalent roll stiffness of the i-th place, in kilohertz per kilometer (kNm/rad);
CDGi --- The tilting stiffness of the suspension on the axle roll axis of the i-th point, in kilohertz per kilometer (kNm/rad).
d) The tilting angle of the virtual vehicle when the i-th wheel is off the ground is calculated according to the formula (4)
φi =
Ai x TNi
2 × CDRESi
(4)
Where.
φi --- the virtual roll angle of the vehicle when the i-th wheel is off the ground, in radians (rad);
Ai --- the i-th suspension device load, the unit is kern (kN);
TNi --- the nominal track of the wheel on the axle of the i-th wheel, in meters (m);
CDRESi - Compound roll stiffness at the i-th point, in kilohertz per kilometer (kNm/rad).
6.2.1.2 The theoretical anti-tilting wheelbase of the axle with and with the tire is calculated according to equation (5).
Ti = T2Ni MA2 (5)
Where.
Ti - The theoretical anti - tilting track of the axle group with and with tires in units of meters (m);
TNi --- the nominal track of the wheel on the axle of the i-th wheel, in meters (m);
MA --- and install the tire width, in meters (m).
a) The tilting stiffness of the i-th suspension is calculated according to equation (6).
CDRi = FRVi × Ti
(6)
Where.
CDRi --- the roll stiffness of the i-th suspension, in kilohertz per kilometer (kNm/rad);
FRVi - the vertical stiffness of the tire at the i-th point (including the effect of tires) in kilo per kilometer (kN/m);
Ti - The theoretical anti - tilting track of the axle group with and with tires, in meters (m).
b) The equivalent roll stiffness of the i-th point in the ground inclination is calculated according to equation (7)
CDGMi = CDGi x HNHN-m
êê
úú
(7)
Where.
CDGMi --- the i-th point of the ground included in the ground tilt effect of the equivalent roll stiffness, the unit is kilowatt per rad (kN · m/rad);
CDGi --- the tilting stiffness of the suspension on the axis of the axle of the i-th point, in kilohertz per kilometer (kNm/rad);
HN - the height of the center of gravity of the sprung weight, in meters (m);
mi --- the ith point of the location of the suspension axis of the nominal height of the axis, in meters (m).
c) The composite roll stiffness of the i-th point is calculated according to equation (8)
CDRESi = CDGMi × CDRiCDGMi CDRi
(8)
Where.
CDRESi - the composite roll stiffness of the i-th place, in kilohertz per kilometer (kNm/rad);
CDGMi --- the i-th point of the ground included in the ground tilt effect of the equivalent roll stiffness, the unit is kilowatt per rad (kN · m/rad);
CDRi --- The roll stiffness of the i-th suspension, in kilohertz per kilometer (kNm/rad).
d) The tilting angle of the virtual vehicle when the i-th wheel is off the ground is calculated according to equation (9)
φi =
Ai × Ti
2 × CDRESi
(9)
Where.
φi --- the tilting angle of the virtual vehicle in the i-th wheel from the ground, in radians (rad);
Ai --- the i-th suspension device load, the unit is kern (kN);
Ti - The theoretical anti - tilting track of the axle group with and with tires in units of meters (m);
CDRESi - Compound roll stiffness at the i-th point, in kilohertz per kilometer (kNm/rad).
6.2.1.3 For semi-trailer, the following formula is used to calculate the effect of the traction pin.
a) The track is calculated according to formula (10).
TK =
i = 1
Ti
(10)
Where.
TK --- semi-trailer track, in meters (m);
Ti - The theoretical anti - tilting track of the axle group with and with tires, in meters (m).
b) The roll stiffness of the traction pin is calculated according to equation (11)
CDRESK = AK × 4 (11)
Where.
CDRESK - the roll stiffness of the traction pin in kilowatt per rad (kN · m/rad);
AK --- traction pin on the load, the unit is kow (kN);
4 --- Calculated factor in meters per meter (m/rad).
6.2.2 Calculate the roll stiffness (angular stiffness) of each suspension device and the calculation of the total value of each parameter after the virtual vehicle roll angle
6.2.2.1 Total vehicle weight calculated according to formula (12).
AT = Σ
i = 1
Ai AK (12)
Where.
AT --- the total weight of the vehicle, the unit is kow (kN);
Ai --- the i-th suspension device load, the unit is kern (kN);
AK --- traction pin on the load, the unit is kow (kN).
6.2.2.2 The total weight of spring is calculated according to equation (13).
UT = Σ
i = 1
Ui (13)
Where.
UT --- vehicle under the total weight, the unit is kow (kN);
Ui --- the i-th unsprung load, in kilowatts (kN).
6.2.2.3 Effective track is calculated according to formula (14).
TT =
i = 1
(Ti x Ai)
AT
TK × AK
AT
(14)
Where.
TT --- effective track, in meters (m).
6.2.2.4 Total roll stiffness calculated according to formula (15).
CDREST = Σ
i = 1
CDRESi CDRESK (15)
Where.
CDREST --- Total roll stiffness in kilohertz per kilometer (kNm/rad).
6.2.3 Calculation of roll stiffness of suspension devices with the lowest value of φ
According to (4) or (9) (with the location of the tires) one by one to calculate each (group) wheels from the ground when the virtual vehicle roll angle. To be sure
Set the sequence of the suspension of the (group) wheel corresponding to the minimum value of φ, i = M, and calculate the following values when i = M.
a) AM --- axle load of suspension device with the lowest value of φ;
b) UM - the unsprung weight of the suspension device with the lowest value of φ;
c) TM --- the track with the lowest value of the suspension device;
d) CDRESM --- the roll stiffness of the suspension with the lowest value of φ.
6.2.4 Calculation of lateral stability
6.2.4.1 The effective stiffness factor of the suspension device is calculated according to equation (16)
FE = CDRESMCDREST
(16)
Where.
FE --- effective mass coefficient of suspension;
CDRESM --- The stiffness of the suspension with the lowest value of φ, in kilowatt per rad (kN · m/rad);
CDREST --- Total roll stiffness in kilohertz per kilometer (kNm/rad).
6.2.4.2 The ratio of the lateral acceleration to the acceleration of the first wheel from the ground is calculated according to equation (17)
qM = AM × TM
2 × (FE × AT × HG)
[(AT-UT) x FE x HN] 2
CDRESM- (AT x FE x HN
êê
úú)
(17)
Where.
qM --- the ratio of the lateral acceleration to the acceleration of the first wheel from the ground to the acceleration.
6.2.4.3 The maximum ideal value of the ratio of the lateral acceleration to the acceleration to the acceleration in theory is calculated according to equation (18)
qT = AT x TT
2 × (AT × HG)
[(AT-UT) x HN] 2
CDREST- (AT x HN {})
(18)
Where.
qT - the ratio of lateral acceleration to gravity to acceleration in theory.
6.2.4.4 The maximum theoretical value of the lateral acceleration and the lateral acceleration for the first wheel from the ground is calculated using the linear interpolation method.
The ratio of the lateral acceleration to the acceleration to the acceleration is calculated according to equation (19)
qC = qT- (qT-qM) × AMAT
(19)
Where.
qC - the ratio of the corrected lateral acceleration to the acceleration to the acceleration.
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