SAE ARP 1348B-2011 Baggage Cargo Trailer Requirements《辎重 货物挂车要求》.pdf

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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 theref

2、rom, is the sole responsibility of the user.”SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions.Copyright 2015 SAE InternationalAll rights reserved. No part of this publi

3、cation may 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: +1 724-776-4970 (out

4、side USA)Fax: 724-776-0790Email: CustomerServicesae.orgSAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedbackon this Technical Report, please visithttp:/www.sae.org/technical/standards/ARP1348BAEROSPACERECOMMENDED PRACTICEARP1348 REV. BIssued 1978-08Revised 2011-12Reaffirmed 20

5、15-10Superseding ARP1348ABaggage/Cargo Trailer RequirementsRATIONALEARP1348B has been reaffirmed to comply with the SAE five-year review policy.1. SCOPE This SAE Aerospace Recommended Practice (ARP) applies to airline trailer equipment with four wheel running gear pulled and steered through an integ

6、ral tow bar, for use on airport ramps and other airport areas for transporting baggage, freight, and other materials. This ARP can apply to any airline/airport trailer chassis regardless of its equipment; the trailer bed can be designed to carry either bulk baggage/cargo, or a cargo unit load device

7、 by means of a rollerized conveyor system, or a piece of aircraft servicing equipment (e.g., ground power unit, air start unit, etc.). 1.1 Purpose This ARP provides recommendations for the design and use of trailer equipment which will permit safe operations and which will minimize exposure to inadv

8、ertent disconnections of trailers while being towed. 2. APPLICABLE DOCUMENTS The following publications form a part of this document to the extent specified herein. The latest issue of SAE publications shall apply. The applicable issue of the other publications shall be the issue in effect on the da

9、te of the purchase order. In the event of conflict between the text of this document and references cited herein, the text of this document takes precedence. Nothing in this document, however, supersedes applicable laws and regulations unless a specific exemption has been obtained. Portions of the f

10、ollowing documents shall become part of this ARP. 2.1 SAE Publications Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outside USA), www.sae.org. ARP1247 General Requirements for Aerospace Ground Support

11、Equipment Motorized and Nonmotorized ARP1330 Welding of Structures for GSE ARP1334 Equipment Requirements for Compatibility With Aircraft Unit Load Devices J684_200507 Trailer Couplings, Hitches and Safety Chains - Automotive Type J847_198711 Trailer Tow Bar Eye and Pintle Hook/Coupler Performance 2

12、.2 IATA Publications Available from International Air Transport Association, Publications Assistant, 800 Place Victoria, P.O. Box 113, Montreal, Quebec H4Z 1M1, Canada, Tel: 1-514-874-0202, www.iata.org. IATA AHM 916 Basic Requirements for Ramp Handling Equipment Towing Interface 3. TRAILER DESIGN C

13、ONSIDERATIONS Designs for trailer units planned for in-train towing should include the following considerations: 3.1 Trailer design shall allow for towing speeds based on the type of wheels/tires used as specified in ARP1334, 4.1.1. 3.2 Ensure that in-train towing loads are transmitted internally al

14、ong the line of the tow bar pull. 3.3 Anticipate for all dynamic loads. Impact loads on tongues, pintles, and chassis frames are frequently critical and require careful analysis to establish their magnitude and frequency. 3.4 Running gear should be completely within the confines of the frame. All st

15、eering linkages, brake system components, or other mechanisms located beneath the trailer should be protected from damage. 3.5 In assembling running gear components, it is desirable to match the capacities of the axle, tires, wheels, brakes, etc. as closely as possible. The component with the lowest

16、 capacity determines the capacity of the entire running gear. 3.6 The trailer should be capable of being towed at 15 mph, when loaded to 50% of rated load capacity, across a normally smooth ramp without generating vertical accelerations in excess of 2 g. 3.7 The force to actuate any lever or tow bar

17、 should not exceed 30 lb. 3.8 Welds and welding shall be accomplished in accordance with the recommendations of ARP1330. 3.9 The bed perimeter frame should be designed to sustain heavy impact loading. Corners with a generous radius, front to rear tapered rub rails, or similar design features for def

18、lecting impact loads should be considered. 3.10 The bed shall be smooth in order to avoid damage to baggage, cargo or mail, and made in such a way to permit an easy replacement in case of damage. An adequate central slope shall be provided to permit an easy drainage of liquid spillage. 4. STEERING 4

19、.1 For trailers with steering through the tow bar, provide adequate mechanical advantage to permit easy movement of the controlling wheels under static full load condition by one man. The force necessary to steer the tow bar by hand under this condition shall not exceed 30 lb. 4.2 Design for turning

20、 radius as short as possible. Provide stops as necessary to prevent damage to the axle, or to prevent fifth wheel steering design from turning past an angle which would create significant instability of trailers during turns. Design the load carrying mechanism to withstand stresses induced by towed

21、vehicles or personnel attempting to turn the equipment shorter than the stops will allow. 4.3 Consistent with the type of steering provided, design the trailer geometry so that the wheels of the last trailer in the train will track the wheel path of the first trailer, as closely as possible, in a se

22、ries of successive full left and right turns. SAE INTERNATIONAL ARP1348B 2 OF 45. BRAKES Provide trailer units with a parking brake system which applies brakes to at least two wheels. The brakes should be self-equalizing and should be capable of locking each wheel against a tangential force, applied

23、 at the periphery of the wheel (in either direction) which is equal to the trailer gross weight divided by the number of braked wheels. The trailer gross weight is trailer weight plus the rated load capacity and the brake system should be capable of holding this weight on a 10% grade. If required by

24、 procuring activity, the parking brakes shall be actuated by placing and locking the tow bar in the up position. Otherwise the brakes shall be actuated by a positive locking operating lever. 6. TOWING FORCE The towing force required to move the trailer on level concrete at maximum gross weight shoul

25、d not exceed 30 lb rolling, 50 lb breakaway per each ton of weight. 7. TOW BAR 7.1 The tow bar shall swivel in the vertical plane. Consideration for stops to prevent the tow bar from contacting the ground and from contacting the trailer itself should be given. 7.2 In lieu of special requirements spe

26、cified by the procuring activity, tow bar eyes shall meet the strength requirement of Section 8 and shall conform to the dimensional requirements of SAE J847. 7.3 The tow bar shall be designed to be usable within the eye height range over the ground between 12 in and 16 in in accordance with IATA AH

27、M 916 without actuating the brake system. Reflective material or fluorescent painting, as recommended in ARP1247, 3.10.1, should be used to make tow bar visible in poor lighting conditions. 7.4 The tow bar shall be equipped with a grab handle approximately 24 inches back from the lunette eye to assi

28、st the operator in connecting the tow bar to the coupler of another unit. This axis of this handle shall be oriented parallel with or perpendicular to the axis of the tow bar such that there is metal between the operators hand and any possible contact point on the coupler or other unit. 8. STRENGTH

29、RATING FOR COUPLERS AND TOWING EYES The towing eyes and couplers shall meet the design and testing requirements as set forth in applicable parts of SAE J684. Maximum gross trailed weight is defined as the single gross trailer weight multiplied by the number of units towed in a train. 9. COUPLER DESI

30、GN REQUIREMENTS 9.1 Maximum Load Capabilities The coupler-load rating shall be equal to the towing-eye rating and shall be in accordance with Section 6. 9.2 Locking Devices Coupling should be designed to carry the load on the structure not on the locking device. The locking device must be located so

31、 that visual inspection can be easily performed. The physical force requirement to actuate the coupling should be less than 30 lb. 9.3 Positive Locking The locking device must have a positive locking action that will prevent inadvertent unlocking due to jostling of the units in tow. SAE INTERNATIONA

32、L ARP1348B 3 OF 49.4 Minimum Moving Parts By minimizing the number of moving parts, maintenance time and cost of repair will be substantially reduced. Maintainability is a prime design requirement. 9.5 Minimum Turning Radius, Incline Angle, and Towing Eye Handling Limitations Establishing a minimum

33、turning radius and incline angle will allow for the proper design of the coupler in conjunction with the appropriate towing eyes. A maximum grade of 10% and a swing angle of 180 degrees shall be used. 9.6 Ground Clearance Allowable vertical clearance from the ground line to the towing point should b

34、e established. These clearances will be in direct relationship to the maximum allowable incline angle. 9.7 Physical Operator Hookup In order to assure a more positive coupling, the unit must be connected by the operator while standing adjacent to the coupler. 10. NOTES A change bar (|) located in th

35、e left margin is for the convenience of the user in locating areas where technical revisions, not editorial changes, have been made to the previous issue of this document. An (R) symbol to the left of the document title indicates a complete revision of the document, including technical revisions. Change bars and (R) are not used in original publications, nor in documents that contain editorial changes only. PREPARED BY SAE SUBCOMMITTEE AGE-2C, VEHICLE MAINTENANCE AND AIRCRAFT SERVICING OF COMMITTEE AGE-2, AIR CARGO AND AIRCRAFT GROUND EQUIPMENT AND SYSTEMS SAE INTERNATIONAL ARP1348B 4 OF 4