DIN ISO 8855-2013 Road vehicles - Vehicle dynamics and road-holding ability - Vocabulary (ISO 8855 2011)《道路车辆 车辆动力学和汽车平稳性能 词汇表(ISO 8855-2011)》.pdf

《DIN ISO 8855-2013 Road vehicles - Vehicle dynamics and road-holding ability - Vocabulary (ISO 8855 2011)《道路车辆 车辆动力学和汽车平稳性能 词汇表(ISO 8855-2011)》.pdf》由会员分享，可在线阅读，更多相关《DIN ISO 8855-2013 Road vehicles - Vehicle dynamics and road-holding ability - Vocabulary (ISO 8855 2011)《道路车辆 车辆动力学和汽车平稳性能 词汇表(ISO 8855-2011)》.pdf（46页珍藏版）》请在麦多课文档分享上搜索。

1、November 2013 Translation by DIN-Sprachendienst.English price group 19No part of this translation may be reproduced without prior permission ofDIN Deutsches Institut fr Normung e. V., Berlin. Beuth Verlag GmbH, 10772 Berlin, Germany,has the exclusive right of sale for German Standards (DIN-Normen).I

2、CS 01.040.43; 43.020!%)“2069596www.din.deDDIN ISO 8855Road vehicles Vehicle dynamics and road-holding ability Vocabulary (ISO 8855:2011),English translation of DIN ISO 8855:2013-11Straenfahrzeuge Fahrzeugdynamik und Fahrverhalten Begriffe (ISO 8855:2011),Englische bersetzung von DIN ISO 8855:2013-11

3、Vhicules routiers Dynamique des vhicules et tenue de route Vocabulaire (ISO 8855:2011),Traduction anglaise de DIN ISO 8855:2013-11SupersedesDIN 70000:1994-01www.beuth.deDocument comprises 46 pagesIn case of doubt, the German-language original shall be considered authoritative.10.13 Contents Page Nat

4、ional Foreword 3 Introduction.4 1 Scope5 2 Axis system .5 3 Vehicle unit 9 4 Vehicle geometry and masses.10 5 Vehicle motion variables 12 5.1 Linear motion variables 12 5.2 Angular motion variables .14 5.3 Terms relating to vehicle trajectory measures.18 6 Forces and moments 19 6.1 Forces .19 6.2 Mo

5、ments .20 7 Suspension and steering geometry 20 7.1 Steer and camber angles 20 7.2 Steering-axis geometry.24 8 Kinematics and compliances.27 8.1 Kinematics27 8.2 Compliances 29 9 Ride and roll stiffness.29 10 Tyres.30 10.1 Tyre geometry30 10.2 Tyre forces and moments.31 10.3 Terms relating to tyre m

6、easures32 11 Input types and control modes34 11.1 Input types34 11.2 Control modes .34 12 Responses .35 12.1 General response types35 12.2 Equilibrium and stability.35 12.3 Lateral response measures 36 12.4 Understeer and oversteer measures .37 Annex A (informative) Comments on terms and definitions

7、 41 Bibliography43 Alphabetical index44DIN ISO 8855:2013-11 2A comma is used as the decimal marker. National foreword This standard (ISO 8855:2011) has been prepared by Technical Committee ISO/TC 22 “Road vehicles” (Sec-retariat: AFNOR, France), Subcommittee SC 9 “Vehicle dynamics and road-holding a

8、bility” (Secretariat: DIN, Germany). The responsible German body involved in its preparation was the Normenausschuss Automobiltechnik (Road Vehicle Engineering Standards Committee), Working Committee NA 052-01-09 AA Fahrdynamik. Attention is drawn to the possibility that some of the elements of this

9、 document may be the subject of patent rights. DIN and/or DKE shall not be held responsible for identifying any or all such patent rights. Amendments This standard differs from DIN 70000:1994-01 as follows: a) the standard has been updated and extended to include: separate tyre and wheel axis system

10、s, inclined and non-uniform road surfaces, tyre forces and moments, multiple unit commercial vehicles and two-axle vehicles possessed of four-wheel steer geometry. Previous editions DIN 70000: 1983-08, 1994-01 DIN ISO 8855:2013-11 3 Introduction This International Standard defines terms appertaining

11、 to road vehicle dynamics, principally for use by design, simulation and development engineers in the automotive industries. This second edition has been prepared in response to a requirement to update the first, and to harmonize its contents with that of the comparable standard published by SAE Int

12、ernational (SAE J670:JAN2008). This revision extends the scope to include provision for separate tyre and wheel axis systems, inclined and non-uniform road surfaces, tyre forces and moments, multiple unit commercial vehicles, and two-axle vehicles possessed of four-wheel steer geometry. The vocabula

13、ry contained in this International Standard has been developed from the previous edition, and SAE J670, in order to facilitate accurate and unambiguous communication of the terms and definitions employed in the test, analysis and general description of the lateral, longitudinal, vertical and rotatio

14、nal dynamics of road vehicles. DIN ISO 8855:2013-11 4 Road vehicles Vehicle dynamics and road-holding ability Vocabulary 1 Scope This International Standard defines the principal terms used for road vehicle dynamics. The terms apply to passenger cars, buses and commercial vehicles with one or more s

15、teered axles, and to multi-unit vehicle combinations. 2 Axis system 2.1 reference frame geometric environment in which all points remain fixed with respect to each other at all times 2.2 inertial reference frame Newtonian reference frame reference frame (2.1) that is assumed to have zero linear and

16、angular acceleration and zero angular velocity NOTE In Newtonian physics, the Earth is assumed to be an inertial reference frame. 2.3 axis system set of three orthogonal directions associated with X, Y and Z axes NOTE A right-handed axis system is assumed throughout this International Standard, wher

17、e: Z XY=GGG. 2.4 coordinate system numbering convention used to assign a unique ordered trio (x, y, z) of values to each point in a reference frame (2.1), and which consists of an axis system (2.3) plus an origin point 2.5 ground plane horizontal plane in the inertial reference frame (2.2), normal t

18、o the gravitational vector 2.6 road surface surface supporting the tyre and providing friction necessary to generate shear forces in the road plane (2.7) NOTE The surface may be flat, curved, undulated or of other shape. 2.7 road plane plane representing the road surface (2.6) within the tyre contac

19、t patch NOTE 1 For an uneven road, a different road plane may exist at each tyre contact patch. NOTE 2 For a planar road surface, the road plane is coincident with the road surface. For road surfaces with surface contours having a wavelength similar to or less than the size of the tyre contact patch

20、, as in the case of many ride events, DIN ISO 8855:2013-11 5 it is intended that an equivalent road plane be determined. Determination of the equivalent road plane is dependent on the requirements of the analysis being performed. The equivalent road plane may not be coincident with the actual road s

21、urface at the contact centre (4.1.4). 2.7.1 road plane elevation angle angle from the normal projection of the XTaxis on to the ground plane (2.5) to the XTaxis 2.7.2 road plane camber angle angle from the normal projection of the YTaxis on to the ground plane (2.5) to the YTaxis 2.8 earth-fixed axi

22、s system (XE, YE, ZE) axis system (2.3) fixed in the inertial reference frame (2.2), in which the XEand YEaxes are parallel to the ground plane (2.5), and the ZEaxis points upward and is aligned with the gravitational vector NOTE The orientation of the XEand YEaxes is arbitrary and is intended to be

23、 based on the needs of the analysis or test. 2.9 earth-fixed coordinate system (xE, yE, zE) coordinate system (2.4) based on the earth-fixed axis system (2.8) with an origin that is fixed in the ground plane (2.5) NOTE The location of the origin is generally an arbitrary point defined by the user. 2

24、.10 vehicle axis system (XV, YV, ZV) axis system (2.3) fixed in the reference frame (2.1) of the vehicle sprung mass (4.12), so that the XVaxis is substantially horizontal and forwards (with the vehicle at rest), and is parallel to the vehicles longitudinal plane of symmetry, and the YVaxis is perpe

25、ndicular to the vehicles longitudinal plane of symmetry and points to the left with the ZVaxis pointing upward See Figure 1. NOTE 1 For multi-unit combinations a separate vehicle axis system may be defined for each vehicle unit (3.1) (see Figure 2). NOTE 2 The symbolic notation (XV,1, YV,1, ZV,1), (

26、XV,2, YV,2, ZV,2), , (XV,n, YV,n, ZV,n) may be assigned to the vehicle axis systems of a multi-unit combination with n vehicle units (3.1). 2.11 vehicle coordinate system (xV, yV, zV) coordinate system (2.4) based on the vehicle axis system (2.10) with the origin located at the vehicle reference poi

27、nt (2.12) 2.12 vehicle reference point point fixed in the vehicle sprung mass (4.12) NOTE The vehicle reference point may be defined in a variety of locations, based on the needs of the analysis or test. Commonly used locations include the total vehicle centre of gravity, the sprung mass centre of g

28、ravity, the mid-wheelbase (4.2) point at the height of the centre of gravity, and the centre of the front axle. For multi-unit combinations, a vehicle reference point may be defined for each vehicle unit (3.1). DIN ISO 8855:2013-11 6 2.13 intermediate axis system (X, Y, Z) axis system (2.3) whose X

29、and Y axes are parallel to the ground plane (2.5), with the X axis aligned with the vertical projection of the XVaxis on to the ground plane (2.5) See Figure 1. NOTE 1 For multi-unit combinations, a separate intermediate axis system may be defined for each vehicle unit (3.1). NOTE 2 The intermediate

30、 axis system is used to facilitate the definition of angular orientation terms and the components of force, moment, and motion vectors. An intermediate coordinate system is not defined herein. Key 1 vehicle reference point 2 ground plane Figure 1 Vehicle and intermediate axis systems Figure 2 Multi-

31、unit axis systems DIN ISO 8855:2013-11 7 2.14 tyre axis system (XT, YT, ZT) axis system (2.3) whose XTand YTaxes are parallel to the local road plane (2.7), with the ZTaxis normal to the local road plane, where the orientation of the XTaxis is defined by the intersection of the wheel plane (4.1) and

32、 the road plane, and the positive ZTaxis points upward NOTE A local tyre axis system may be defined at each wheel (see Figure 3). 2.15 tyre coordinate system (xT, yT, zT) coordinate system (2.4) based on the tyre axis system (2.14) with the origin fixed at the contact centre (4.1.4) 2.16 wheel axis

33、system (XW, YW, ZW) axis system (2.3) whose XWand ZWaxes are parallel to the wheel plane (4.1), whose YWaxis is parallel to the wheel-spin axis (4.1.1), and whose XWaxis is parallel to the local road plane (2.7), and where the positive ZWaxis points upward NOTE A local wheel axis system may be defin

34、ed for each wheel (see Figure 3). Key 1 wheel plane 2 road plane 3 wheel-spin axis Figure 3 Tyre and wheel axis system 2.17 wheel coordinate system (xW, yW, zW) coordinate system (2.4) based on the wheel axis system (2.16) with the origin fixed at the wheel centre (4.1.2) DIN ISO 8855:2013-11 8 2.18

35、 cab axis system (XC, YC, ZC) axis system (2.3) fixed in the reference frame (2.1) of the cab sprung mass, so that the XCaxis is substantially horizontal and forwards (with the vehicle at rest), and is parallel to the vehicles longitudinal plane of symmetry, and where the YCaxis is perpendicular to

36、the cabs longitudinal plane of symmetry and points to the left with the ZCaxis pointing upward NOTE A cab axis system applies only to vehicles with a suspended cab only. 2.19 cab coordinate system (xC, yC, zC) coordinate system (2.4) based on the cab axis system (2.18) with the origin fixed at an ar

37、bitrary point defined by the user 3 Vehicle unit 3.1 vehicle unit rigid (i.e. non-articulating) vehicle element operating alone or in combination with one or more other rigid elements joined at yaw-articulation joints NOTE Tractor, semi trailer (3.2.2) and dolly (3.2.4) are examples of vehicle units

38、. A drawbar trailer (3.2) may consist of more than one vehicle unit. 3.2 trailer vehicle unit (3.1) or combination of multiple vehicle units that is towed by another vehicle unit and can be disconnected from its towing vehicle unit NOTE A trailer may have a single axle or multiple axles positioned a

39、long its length. 3.2.1 full trailer trailer (3.2) that has both front and rear running gear and, hence, provides fully its own vertical support 3.2.2 semi trailer trailer (3.2) that has only rear running gear and hence depends on its towing vehicle unit (3.1) for a substantial part of its vertical s

40、upport NOTE A semi trailer is typically coupled to the towing vehicle unit using a fifth-wheel coupling (3.2.6). 3.2.3 centre-axle trailer trailer (3.2) with only rear running gear located only slightly aft of the nominal position of the centre of gravity of the unit NOTE A centre-axle trailer is ty

41、pically coupled to the towing unit with a hitch coupling (3.2.7). 3.2.4 dolly portion of a full trailer (3.2.1) that includes the steerable front running gear and tow bar 3.2.5 converter dolly dolly (3.2.4) unit that couples to a semi trailer (3.2.2) with a fifth-wheel coupling (3.2.6) and thereby “

42、converts” the semi trailer to a full trailer (3.2.1) DIN ISO 8855:2013-11 9 3.2.6 fifth-wheel coupling device used to connect a semi trailer (3.2.2) to its towing vehicle unit (3.1) that is designed to bear the very substantial vertical load imposed by the front of the semi trailer NOTE A fifth-whee

43、l coupling provides rotational degrees of freedom in the YVand ZVdirections, but transmits moments about the XVaxis (all axes are in the towing vehicle unit). 3.2.7 hitch coupling device used to connect a trailer (3.2) or converter dolly (3.2.5) tow bar to its towing vehicle unit (3.1), which approx

44、imates a spherical joint by providing three rotational degrees of freedom within the normal operating range NOTE Typical examples of hitch couplings include ball hitches and pintle hitches. 4 Vehicle geometry and masses 4.1 wheel plane plane normal to the wheel-spin axis (4.1.1), which is located ha

45、lfway between the rim flanges 4.1.1 wheel-spin axis axis of wheel rotation NOTE This axis is coincident with the YWaxis. 4.1.2 wheel centre point at which the wheel-spin axis (4.1.1) intersects the wheel plane (4.1) NOTE This point is the origin of the wheel coordinate system (2.17). 4.1.3 contact l

46、ine intersection of the wheel plane (4.1) and the road plane (2.7) 4.1.4 contact centre intersection of the contact line (4.1.3) and the normal projection of the wheel-spin axis (4.1.1) on to the road plane (2.7) NOTE This point is the origin of the tyre coordinate system (2.15). The contact centre

47、may not be the geometric centre of the tyre contact patch (4.1.5) due to distortion of the tyre produced by external forces. 4.1.5 contact patch footprint portion of the tyre touching the road surface (2.6) 4.2 wheelbase l distance between the contact centres (4.1.4) on the same side of the vehicle, measured parallel to the X axis, with the vehicle at rest on a horizontal surface, with zero steer angle (7.1.1) NOTE 1 A vehicle may have a different wheelbase on the left and right sides by design. It is common practice to average the left and right wheelbases; however, the difference may need