1、_ SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising there
2、from, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be reaffirmed, revised, or cancelled. SAE invites your written comments and suggestions. Copyright 2006 SAE International All rights reserved. No part of this publication m
3、ay be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: 724-776-4970 (outside USA)
4、 Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org J2664 ISSUED JUN2006 SURFACE VEHICLE INFORMATION REPORT Issued 2006-06 Trailer Sway Response Test Procedure RATIONALE Not applicable. FOREWORD The need for a consistent test procedure to quantify trailer natural sway
5、 response has been recognized over the past few decades; significant development from several sources has been reported. The development of this document utilized these sources and input from industry professionals. Attaching a trailer to any vehicle will change the dynamic characteristics of that v
6、ehicle. The dynamic characteristics affected include rotation about the pitch, roll, and yaw axes and translations in the longitudinal, lateral, and vertical directions. The manner in which the vehicle and trailer are loaded and connected (including weight-distributing equipment), along with charact
7、eristics of the specific tow vehicle and trailer, will alter the dynamic characteristics of the combination. A complete measurement of vehicle/trailer dynamic behavior will involve other tests not addressed by this document. 1. SCOPE This SAE Information Report establishes a consistent procedure for
8、 measuring and analyzing the natural sway response of a particular trailer when attached to a particular vehicle under specific loading and operating conditions. This test procedure applies, but is not limited to, passenger cars, vans, light/medium-duty trucks as tow vehicles, and semitrailers with
9、a Gross Vehicle Weight Rating (GVWR) of 11 794 kg (26 000 pounds) or less. Other applications include full trailers, tow dollies, tow bars, and the like. Other articulated vehicles can utilize this test procedure as long as the test does not exceed the linear behavior of the system. This test proced
10、ure does not apply to motorcycles towing trailers. 2. REFERENCES 2.1 Applicable Documents The following publications form a part of this specification to the extent specified herein. Unless otherwise specified, the latest issue of SAE publications shall apply. Copyright SAE International Provided by
11、 IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE J2664 Issued JUN2006 - 2 - 2.1.1 SAE Publications Available from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outsid
12、e USA), www.sae.org. SAE J211-1 Instrumentation for Impact TestPart 1Electronic Instrumentation SAE J266 Steady-State Directional Control Test Procedures for Passenger Cars and Light Trucks SAE J670E Vehicle Dynamics Terminology SAE J684 Trailer Couplings, Hitches, and Safety ChainsAutomotive Type 2
13、.1.2 ISO Publication Available from ANSI, 25 West 43rd Street, New York, NY 10036-8002, Tel: 212-642-4900, www.ansi.org. ISO 9815 Passenger Car/Trailer CombinationsLateral Stability Test 2.2 Related Publications 2.2.1 SAE Publications Available from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-
14、0001, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outside USA), www.sae.org. SAE J1441 Subjective Rating Scale for Vehicle Handling SAE J1552 Passenger Car and Light Truck Steady State and Transient Directional Control Response Testing (Proposed) SAE J2181 Steady-State Circular Test P
15、rocedure for Trucks and Buses SAE 790186 Determination of Trailer Stability through Simple Analytical Methods and Test Procedures; Klein, Richard H. and Szostak, Henry T. SAE 670099 Directional Control Dynamics of AutomobileTravel Trailer Combinations; Bundorf, R. Thomas SAE 2001-01-0049 Minimizing
16、Driver Demands and Data Acquisition Errors in Trailer Testing; Leonard, M. Mark, Tuskan, Steven M., and Johnson, Dutch 2.2.2 ISO Publications Available from ANSI, 25 West 43rd Street, New York, NY 10036-8002, Tel: 212-642-4900, www.ansi.org. ISO 612 Dimensions of Motor Vehicles and Towed VehiclesTer
17、ms and Definitions ISO 1176 Road VehiclesWeightsVocabulary ISO 2416 Passenger CarsLoad Distribution ISO 3833 Road VehiclesTypesTerms and Definitions ISO 4138 Road VehiclesSteady State Circular Test Procedure ISO 7401 Road VehiclesLateral Transient Response Test Method Copyright SAE International Pro
18、vided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE J2664 Issued JUN2006 - 3 - ISO 7975 Braking in a TurnOpen Loop Test Procedure ISO TR3888 Road VehiclesTest Procedure for a Severe Lane-Change Maneuver ISO TR8726 Road VehiclesOpe
19、n-Loop Response Test Method with Pseudo-Random Steering Input 2.2.3 Additional Related Publication DOT HS-801-936 Handling Test Procedures for Passenger Cars Pulling TrailersVolume IITechnical Report; Johnston, Donald E.; Zellner, John W.; and Ashkenas, Irvin L. 3. DEFINITIONS The terminology used h
20、erein follows the standard definitions as found in SAE J670e. In addition, the following new definitions are required: 3.1 Combination Vehicle Two or more vehicles with at least one common connection point between two vehicles. Typically, one of the vehicles is a trailer. 3.2 Connection Point This i
21、s the point of connection, e.g., generally a hitch ball or fifth wheel, where the trailer attaches to the tow vehicle. Measurement of the connection point is from the tow-vehicle rear axle, positive to the rear, to the centerline of the hitch ball or kingpin hole. (These measurements are required fo
22、r the data forms in Appendix A.) 3.3 Trailer Sway Oscillatory response to a disturbance of a combination vehicle characterized mainly by relative yaw motion between the tow vehicle and trailer. This is typically observed as an oscillatory turning and translational motion of the trailer at highway sp
23、eeds. 3.4 Articulation Angle () The angle of the trailers x-axis relative to the tow vehicles x-axis in the x-y plane. Positive articulation angle for the trailer is to the left (driver) side of the tow vehicle. (Figure 1). Zero articulation angle is when the longitudinal axes of the tow vehicle and
24、 trailer are aligned. 3.5 Trailer Damping Ratio The ratio of the amount of equivalent viscous damping present in the trailer free response to that required for critical damping. Refer to SAE J670e Damping Ratio. In practical application, this is a measure of how quickly trailer articulation settles
25、out after an initial disturbance and with no further inputs. 3.6 Weight-Distributing Hitch A mechanical device that connects the trailer to the tow vehicle and by means of leverage applied on both the trailer and towing vehicle structures, when properly adjusted, distributes the imposed vertical loa
26、d at the hitch and coupling connection between structures of towing vehicle and trailer. (Refer to SAE J684). These devices are used to redistribute axle loads. 3.7 Tongue Weight The static downward vertical force applied by the trailer to the tow vehicle at the connection point on level ground for
27、a particular loading condition and connection point height with no weight distributing moment applied. Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE J2664 Issued JUN2006 - 4 - xAXISzAXISzAXISxA
28、XISyAXISyAXISNORMALVELOCITY (w)LONGITUDINALVELOCITY (u)SIDE or LATERALVELOCITY (v)SIDE or LATERALVELOCITY (v)NORMALVELOCITY (w)LONGITUDINALVELOCITY (u)PITCHVELOCITY (q)ROLLVELOCITY (p)YAWVELOCITY (r)ROLLVELOCITY (p)YAWVELOCITY (r)PITCHVELOCITY (q)ARTICULATIONANGLE ( )FIGURE 1 - VEHICLE AXIS SYSTEMS
29、AND ARTICULATION ANGLE 4. INSTRUMENTATION AND RECORDING The vehicle parameters in these tests shall be measured using appropriate transducers whose individual time histories are recorded on a multi-channel data recorder. 4.1 Vehicle Parameters The minimum vehicle data channels required to conduct th
30、e combination vehicle testing are listed in the first column of Table 1. A typical full-scale range for each data channel is provided in the second column. These are suggested ranges and an individual test protocol may require appropriate modification of the presented ranges. TABLE 1 - VEHICLE PARAM
31、ETERS TO BE MEASURED Vehicle Data Channel Typical Full-Scale Range Forward Speed 0 to 120 kph (75 mph) Steering Wheel Angle 180 degrees Trailer Articulation Angle 10 degrees 4.1.1 Additional Test Variables Additional test variables of interest and their corresponding full-scale range are listed in T
32、able 2. TABLE 2 - ADDITIONAL VEHICLE PARAMETERS THAT MAY BE MEASURED Vehicle Data Channel Typical Full-Scale Range Tow Vehicle Lateral Acceleration 1g Tow Vehicle Yaw Velocity 40 deg/s Trailer Lateral Acceleration 1 g Trailer Roll Angle 15 degrees Trailer Yaw Velocity 40 deg/s Copyright SAE Internat
33、ional Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE J2664 Issued JUN2006 - 5 - 4.2 Transducers and Transducer Installation The transducer type (potentiometer, accelerometer, etc.), and location shall be recorded and prese
34、nted as part of the test documentation (Appendix E). Adherence to the manufacturers installation recommendations should be followed. The transducer orientation for a given data channel may not produce an output that is consistent with the standard sign convention outlined in this document. However,
35、an appropriate sign change should be made in post processing such that the standard sign convention is maintained in the final presentation of the data. Transducer linearity and off-axis sensitivities are generally specified as a percent of full-scale range. Transducers with less than 3% full-scale
36、error would be suitable instruments for use in the tests set forth in this document. There may arise applications where the operating range of the transducer is a fraction of its full-scale range. In this situation, it is recommended that the transducer non-linearity be less than 3% of its indicated
37、 reading, which may require calibration over the operating range. Proper transducer balancing (transducer zero adjustment) is often sufficient to handle thermal effects that might affect the data. Transducer drift should be compensated for by taking “zero” recordings at appropriate intervals during
38、the test program to allow for bias corrections to be completed. Procedurally, the instrument zeros should be recorded after driving the vehicle at a slow speed in a straight line and bringing it gently to a stop. To eliminate any surface inclination effects, the procedure should be performed in oppo
39、site directions at the same location, and the results averaged. Instrument zeros recorded before the test should be recorded after allowing sufficient time for transducer and signal conditioner warm-up, gyro spin-up, etc. When used, the following transducers shall be installed to measure: 4.2.1 Forw
40、ard Speed The road speed along the longitudinal axis of the tow vehicle. Typical transducers are optical sensors, rolling fifth wheels, or GPS based systems. 4.2.2 Tow Vehicle Steering Wheel Angle The steering wheel angle relative to the vehicle structure. Typical transducers are rotary potentiomete
41、rs or digital shaft encoders that involve a mechanical coupling between the steering shaft and the steering column support structure. 4.2.3 Trailer Articulation Angle The angle between the tow vehicles x-axis and the trailers x-axis, in the horizontal plane. Typical transducers used to measure artic
42、ulation angle include string and rotary potentiometers. 4.2.4 Tow Vehicle Lateral Acceleration The lateral acceleration of the tow vehicle at the approximate center of gravity and parallel to the test track surface. If the transducer is not mounted on a stabilized inertial platform, the lateral acce
43、leration should be corrected for the tow vehicle roll angle in data processing. This can be accomplished by integration of the roll rate sensor. 4.2.5 Tow Vehicle Yaw Velocity The angular rate of change of the tow vehicles x-y plane about the z-axis. There are commercially available solid-state iner
44、tial rate sensors that are capable of making this measurement. 4.2.6 Trailer Lateral Acceleration The lateral acceleration of the trailer at the approximate center of gravity and parallel to the test track surface. If the transducer is not mounted on a stabilized inertial platform, the lateral accel
45、eration should be corrected for the trailer roll angle in data processing. Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE J2664 Issued JUN2006 - 6 - 4.2.7 Trailer Roll Angle The trailer roll ang
46、le with respect to the road surface for the purpose of compensating the trailer lateral acceleration. Typical transducers to measure roll angle include rate sensors (requires integration of acquired data), string potentiometers, and height sensors. Roll angle with respect to the road surface can be
47、determined by: a. Integrating the trailer roll rate measurements. Drift and/or offsets should be removed from the data prior to data processing. Commercially available solid-state inertial rate sensors are capable of making these measurements. b. Angular measurement transducer in the roll gimbal of
48、a sideslip trolley. c. Measurement of changes in the vertical distance to the ground from reference points on either side of the trailer, by non-contacting, height measuring transducers. d. Measurement of wheel jounce and rebound motion with respect to the sprung mass, taking into account suspension linkage factors. (This method will not account for tire deflections.) 4.2.8 Trailer Yaw Velocity The angular rate of change of the trailers x-y plane about the z-axis. There are commercially available solid-state inertial rate sensors that are capable of m
