ChinaAutoRegs|GB 11567.2-2001英文版 汽车和挂车后下部防护要求「完整译文」
Motor Vehicles and Trailers-Rear Underrun Protection Requirements

1 SCOPE

This standard specifies the technical requirements and lest method for rear underrun protections of motor vehicles and trailers.

1.1 The standard applies to:

PART I: Rear Underrun Protective Devices (RUPDs) which are intended to be fitted to vehicles of categories N2, N3, and O3 and O4.
PART II: the installation on vehicles of categories N2, N3, and O3 and O4 of RUPDs which have been approved to Part I of this standard;
PART III: Vehicles of categories N2, N3, and O3 and O4 equipped with an RUPD which has not been separately approved according to Part I of this standard or so designed and/or equipped that its component parts can be regarded as totally or partially fulfilling the function of the RUPD.
The standard does not apply to the following vehicles:
— semi-trailer towing vehicle;
— Trailers specially designed and constructed for the carriage of very long loads of indivisible length, such as timber, steel bars, etc.;
— Vehicles designed and constructed for special purposes where it is not possible, for practical reasons, to fit such rear underrun protection.
1.2 The purpose of this standard is to offer effective protection against underrunning of vehicles mentioned in 1.1 of this standard in the event of rear collision with vehicles of category M1 and N1.

2 DEFINITIONS

For the purpose of this Standard, the following definitions apply.

2.1 Rear underrun protection (RUP)
RUP means the presence at the rear of the vehicle of either: a special RUPD or bodywork, chassis pails of other components, such that, by virtue of their shape and characteristics, these elements can be regarded as totally or partially fulfilling the function of the RUPD.

2.2 Rear underrun protective devices (RUPD)
An RUPD normally consists of a cross-member and links to the chassis side members or other structural members of the vehicle.

PART I
Rear Underrun Protective Devices (RUPD)

3 TECHNICAL SPECIFICATIONS FOR RUPD

3.1 The section height of the cross-member must not be less than 100 mm. The lateral extremities of the cross-member must not bend to the rear or have a sharp outer edge: this condition is fulfilled when the lateral extremities of the cross-member are rounded on the outside and have a radius of curvature of not less than 2.5 mm.
3.2 The RUPD may be so designed to have several positions at the rear of the vehicle. In this event, there must be a guaranteed method of securing it in the service position so that any unintentional change of position is precluded. The force applied by the operator to vary’ the position of the device must not exceed 400 N.
3.3 The RUPD must offer effective resistance against underrunning of vehicles in the event of rear collision. This protective function shall be assessed in accordance with the static loading test and the mobile hairier test specified in 3.3.1 and 3.3.2 respectively.
3.3.1 The test shall be conducted in accordance with the procedure and condition of the static loading test specified in Annex A. During and after the application of the designated test force, the maximum observable horizontal deformation of RUPD shall be recorded.
3.3.2 Test shall be performed in accordance with the procedure and condition of mobile barrier test specified in Annex B. The observable underrunning, maximum deceleration and rebound velocity of mobile barrier after the appointed impact shall be recorded, and 3.3.2.1 and 3.3.2.2 must be abided by.
3.3.2.1 During the collision specified in Annex B, the deformation and crack of RUPD are permissible, but its overall shedding is not allowed.
3.3.2.2 During the collision specified in Annex B, RUPD shall relieve the impact by absorbing its energy. The maximum deceleration and bouncing speed of the mobile barrier shall not exceed 40 g and 2 m/s respectively.

PART II
Categories N2, N3, O3 and O4 vehicles installed with RUPD which is in compliance with Part I of this standard

4 TECHNICAL SPECIFICATIONS FOR CATEGORIES N2, N3, O3 AND O4 VEHICLES INSTALLED WITH RUPD WHICH IS IN COMPLIANCE WITH PART I OF THIS STANDARD

4.1 The ground clearance, with respect to the underside of the RUPD and to the application point of the force on the RUPD when conducting the test specified in 3.3.1, shall conform to the requirements of 4.1.1 or 4.1.2, and its value shall be recorded.
4.1.1 For vehicle installed with adjustable RUPD: the ground clearance with respect to the underside of the RUPD must not exceed 450 mm over its entire width; the clearance between the ground and the application point of the force on the RUPD when conducting the lest specified in 3.3.1 must not exceed 500 mm.
4.1.2 For vehicle installed with unadjustable RUPD: the ground clearance with respect to the underside of the RUPD must not exceed 550 mm over its entire width; the clearance between the ground and the application point of the force on the RUPD when conducting the test specified in 3.3.1 must not exceed 600 mm.
4.2 The width of the rear protective device must at no point exceed the width of the rear axle measured at the outermost points of the wheels, excluding the bulging of the lyres close to the ground, nor must it be more than 100 mm shorter on either side. Where there is more than one rear axle, the width to be considered is that of the widest rear axle. In addition the requirements of 3.1.2 of Annex A relating the distance of the points of application of the test forces from the outer edges of the rear wheels must be measured and recorded.
4.3 After tested in accordance with 3.3.1 or 3.3.2, the RUPD will be deformed due to the static loading force or the impact of mobile barrier. The longitudinal horizontal distance between the rear part of the RUPD and the extreme end of the vehicle (excluding the parts of the unladen vehicle, with respect to which the vertical ground clearance exceeds 3 m) shall not exceed 400 mm.
4.4 After installed with RUPD complying with the requirements of the first part of this standard, the maximum design mass of vehicle to be tested shall not exceed that prescribed in manufacturer’s manual.
4.5 The RUPD shall not affect the vehicle’s trafficability; or temporarily change the state of the RUP to ensure satisfactory departure angle to the traffic of the vehicle.

PART III
Vehicles installed with RUP

5 TECHNICAL SPECIFICATIONS FOR THE VEHICLES INSTALLED WITH RUP

5.1 The ground clearance with respect to the lower edge of the RUP, when the vehicle is unladen, shall satisfy the requirements in 5.1.1 or 5.1.2.
5.1.1 For vehicle installed with adjustable RUP: the ground clearance with respect to the lower edge of the RUP must not exceed 450 mm over its entire width.
5.1.2 For vehicle installed with unadjustable RUP: the ground clearance with respect to the lower edge of the RUP must not exceed 550 mm over its entire width.
5.2 The RUP must be situated as close to the rear of the vehicle as possible.
5.3 The width of the RUP must at no point exceed the width of the rear axle measured at the outermost points or the wheels, excluding the bulging or the tyres close to the ground. Nor must it be more than 100 mm shorter on either side. Where there is more than one rear axle, the width to be considered is that of the widest rear axle. Where the device is contained in or comprised by the vehicle bodywork which itself extends beyond the width of the rear axle the requirement that the width of the RUP must not exceed that of the real’ axle shall not apply.
5.4 The section height of the RUP must not be less than 100 mm. The lateral extremities of the RUP must not bend to the rear or have a sharp outer edge, this condition is fulfilled when the lateral extremities of the RUP are rounded on the outside and have a radius of curvature of not less than 2.5 mm.
5.5 The RUP may be so designed to have several positions at the rear of the vehicle. In this event, there must be a guaranteed method of securing it in the service position so that any unintentional change of position is precluded. The force applied by the operator to vary the position of the RUP must not exceed 400 N.
5.6 The RUP, no matter where mounted, must be connected with the chassis frame or other similar parts. The RUP must offer effective resistance against underrunning of vehicles in the event of rear collision. This protective function shall be assessed in accordance with the static loading test and the mobile barrier lest specified in 3.3.1 and 3.3.2 respectively.
5.6.1 The test shall be conducted in accordance with the procedure and condition of the static loading lest specified in Annex A. During and after the application of the designated test force, the maximum observable horizontal deformation of RUP shall be recorded.
5.6.2 Test shall be performed in accordance with the procedure and condition of mobile barrier test specified in Annex B. The observable underrunning, maximum deceleration and rebound velocity of mobile barrier after the appointed impact shall be recorded, and 5.6.2.1 and 5.6.2.2 must be abided by.
5.6.2.1 During the collision specified in Annex B, the deformation and crack of RUP are permissible, but its overall shedding is not allowed.
5.6.2.2 During the collision specified in Annex B, RUP shall relieve the impact by absorbing its energy. The maximum deceleration and bouncing speed of the mobile barrier shall not exceed 40 g and 2 m/s respectively.
5.7 After tested in accordance with 5.6.1 or 5.6.2, the RUP will be deformed due to the static loading force or the impact of mobile barrier. The longitudinal horizontal distance between the rear part of the RUPD and the extreme end of the vehicle (excluding the parts of the unladen vehicle, with respect to which the vertical ground clearance exceeds 3 m) shall not exceed 400 mm.
5.8 The RUP shall not affect the vehicle’s trafficability; or temporarily change the state of the RUP to ensure satisfactory departure angle to the traffic of the vehicle.

Annex A
(Normative)
Condition and procedure of static loading test

Al Test conditions for RUPDs

Al.1 At the request of the manufacturer the test may be conducted either:
a) On a vehicle which RUPD is intended; or
b) On a part of the chassis of the vehicle which the RUPD is intended; or
c) On a rigid test bench.
A1.2 In the case of paragraphs b) and c) the parts used to connect the RUPD to part of the vehicle chassis or to the rigid test bench shall be equivalent to those which are used to secure the RUPD when it is installed on the vehicle.

A2 Test conditions for vehicle

A2.1 The vehicle shall be at rest on a level, flat, rigid and smooth surface.
A2.2 The front wheels shall be in the straight-ahead position.
A2.3 The tyres shall be inflated to the pressure recommended by the vehicle manufacturer.
A2.4 The vehicle may, if necessary to achieve the test forces required in paragraph A3.2 below, be restrained by any method, this method to be specified by the vehicle manufacturer.
A2.5 Vehicles equipped with hydropneumatic, hydraulic or pneumatic suspension or a device for automatic leveling according to load shall be tested in the normal running condition specified by the manufacturer.

A3 Test procedure

A3.1 Loading positions

Appropriate devices required by 3.3.1 and 5.6.1 of this standard shall be used to conduct the test. There are 5 loading positions on the central plane of the cross-member of RUPD (see Figure A1). These 5 loading points shall be at the same level, and for vehicles equipped with adjustable RUPD, the distance from the center of the loading points to ground shall not be more than 500 mm; for vehicles equipped with unadjustable RUPD, the distance from the center of the loading points to ground shall not be more than 600 mm.

Figure A1 Loading positions
Apply the test load with a loading element whose loading surface is less than 250 mm in height (the exact height shall be determined by manufacturer) and 200 mm in width (see Figure A2). The loading surface and other sides meet rounded to a diameter of 5 ± 1 mm.

Figure A2 Loading Element
A3.1.1 Two-point loading
The two loads shall be placed symmetrically in relation to the longitudinal center plane of the vehicle, being separated from each other by a distance of at least 700 mm and not more than 1,000 mm. The exact location of the points of application shall be specified by the manufacturer.
A3.1.2 Three-point loading
The point of intersection of the longitudinal center line of the vehicle and a straight line connecting the two-point-load points on either side, plus points (one point on each side, with the longitudinal center plane of the vehicle as boundary, hereinafter referred to as “load points of the two ends”) 300mm ± 25 mm distant from the vertical plane that is parallel to the longitudinal center line of the motor vehicle and contacts the outermost part of the wheels on the rear axle. (In a case where there are two rear axles, this shall be taken to be the point farthest from the longitudinal center plane of the vehicle, disregarding the bulging of the tires close to the ground.) The third loading point shall be at the line between the above-mentioned two points and on the vertical center plane of the vehicle.

A3.2 Test load

A3.2.1 When testing with two-point loading, a load of 100 N or equivalent to 50% of the gross weight of the vehicle (assume the smaller one) shall be applied continuously on the left or the right loading point specified above.
A3.2.2 When testing with three-point loading, a load of 25 N or equivalent to 12.5% of the gross weight of the vehicle (assume the smaller one) shall be applied continuously on the left or the right loading point specified above, and then on the vehicle longitudinal center plane.

A3.3 Loading procedure

A3.3.1 Tests shall be conducted with two-point loading and with three-point loading. For these tests, different test specimen may be used.
A3.3.2 For testing with two-point loading, the order of loading does not matter.
A3.3.3 For testing with three-point loading, first load the load points of the two ends and then load the point on the longitudinal center plane of the vehicle. In this case, the order of loading the load points of the two ends does not matter.
Annex B
(Normative)
Test method and procedure of mobile barrier rear impact test

B1 General

The test in this section uses mobile barrier to impact the RUPD of a truck to examine its:

B1.1 Preventive function: avoid injuries to the occupants in the event of underrunning with truck;
B1.2 Cushioning and absorbing function: ease the impact, alleviate the injuries to the occupants and improve the impact compatibility.

B2 Mobile barrier

The mass of the mobile barrier is 1,100 kg ± 25 kg. The front impact face shall be rigid and is 1,700 mm wide and 400 mm high, and its ground clearance is 240 mm. The impact surface shall be covered with plywood boards 20 mm thick in good condition.

B3 Test conditions and test preparation

B3.1 Testing ground

The test area shall be large enough to accommodate the run-up track, barrier and technical installations necessary for the test. The last part of the track, at least 5 m before the barrier, shall be horizontal, flat and smooth.

B3.2 Fixed barrier

The barrier shall be made of reinforced concrete not less than 3 m wide in front and not less 1.5 m high. The barrier shall be of such thickness that its mass is not less than 7  104 kg. The front face shall be vertical and its normal shall form an angle of 0° with the line which the vehicle travels. The surface shall be fitted with appropriate structures on which the test piece may be installed.

B3.3 Preparation

B3.3.1 Remove a piece of tail structure, on which the RUPD to be tested shall be installed, from the truck.
B3.3.2 Fix the RUPD on the obtained tail structure in accordance with the real term.
B3.3.3 Rigidly fixed the specimen prepared in compliance with the dimensions of unladen truck on the front end of the fixed barrier. The horizontal distance from the front surface of the RUPD to the fixed barrier shall not be less than 1000 mm. the ground clearance of the lower surface of the rigid tail structure shall be less 800 mm (provided that the ground clearance is less than 800 mm, then adjust it to 800 mm).
B3.3.4 The specimen and mobile barrier shall be attached with striking symbols, which are the measurement points and staff gauges in measuring the underrunning and rebound velocity.

B4 Implementation of test

B4.1 At the moment of impact the barrier shall no longer be subject to the action of any additional steering or propelling devices.
B4.2 It shall reach the RUPD on a course which is not more than 15 cm laterally out of line with the theoretical course in either direction.
B4.3 Impact speed
Barrier speed at the moment of impact shall be 32 0 -2 km/h. however, if the test was performed at higher impact speed and the RUPD met the requirements, the test shall be considered satisfactory.

B5 Measurement item

B5.1 Measurement of the velocity of mobile barrier

The measurement of the velocity of mobile barrier shall be conducted within 2 m before impact.

B5.2 Measurement of the underrunning of mobile barrier

High-speed camera of no less than 500 picture/second shall be used to shoot the impact from the front and side, and the underrunning of mobile barrier shall be determined through analyzing the obtained image. The optical measuring system must be equipped with zero impact moment determination device for the determination of the initial point of the underrunning measurement.

B5.3 Measurement of the maximum deceleration value during mobile barrier rear impact test

Two acceleration measurement channels shall be longitudinally installed on the mobile barrier. Data channels, as defined in Annex C, whose CFC is 60, shall be adopted.

B5.4 Measurement of the rebound speed of mobile barrier after rear impact

High-speed camera of no less than 500 picture/second shall be used to shoot the impact from the front and side, and the rebound speed of mobile barrier shall be determined through analyzing the obtained image. The initial point of the measurement of the rebound speed is at the maximum underrunning position, and the mean velocity within the rebound distance of 0.2 m shall be recorded. Provided that the rebound distance is less than 0.2 m, that the rebound speed shall be considered as 0 and the kinetic energy of the mobile barrier shall be considered as absorbed by the plasticity deformation of the RUPD, and no rebound is deemed to occur.

Annex C
(Normative)
Measurement Technique: Instrumentation

C1 Definitions

C1.1 Data channel
A data channel comprises all the instrumentation from a transducer (or multiple transducers whose outputs are combined in some specified way) up to and including any analysis procedures that may alter the frequency content or the amplitude content of data.
C1.2 Transducer
The first device in a data channel used to convert a physical quantity to be measured into a second quantity (such as an electrical voltage) which can be processed by the remainder of the channel.
C1.3 Channel amplitude class (CAC)
The designation for a data channel that meets certain amplitude characteristics as specified in this Annex. The CAC number is numerically equal to the upper limit of the measurement range.
C1.4 Characteristic frequencies FH, FL, FN
These frequencies are defined in Figure C1.
C1.5 Channels frequency class (CFC)
The channel frequency class is designated by a number indicating that the channel frequency response lies within the limits specified in Figure C1. This number and the value of the frequency FH in Hz are numerically equal.
C1.6 Sensitivity coefficient
The slope of the straight line representing the best fit to the calibration values determined by the method of least square within the channel amplitude class.
C1.7 Calibration factor of a data channel
The mean value of the sensitivity coefficients evaluated over frequencies which are evenly spaced on a logarithmic scale between FL and FH/2.5.
C1.8 Linearity error
The ratio, in percent, of the maximum difference between the calibration value and the corresponding value read on the straight line defined in paragraph C1.6 at the upper limit of the channel amplitude class.
C1.9 Cross sensitivity
The ratio of the output signal to the input signal when an excitation is applied to the transducer perpendicular to the measurement axis. It is expressed as a percentage of the sensitivity along the measurement axis.
C1.10 Phase delay time
The phase delay time of a data channel is equal to the phase delay (in radians) of a sinusoidal signal, divided by the angular frequency of that signal (in radians/second).
C1.11 Environment
The aggregate, at a given moment, of all external conditions and influences to which the data channel is subjected.

Figure C1 Frequency response curve

C2 PERFORMANCE REQUIREMENTS

C2.1 Linearity error

The absolute value of the linearity error of a data channel at any frequency in the CFC, shall be equal to or less than 2.5 percent of the value of the CAC, over the whole measurement range.

C2.2 Amplitude against frequency

The frequency response of a data channel shall lie within the limiting curves given in figure Cl. The zero dB line is determined by the calibration factor.

C2.3 Phase delay time
The phase delay time between the input and the output signals of a data channel shall be determined and shall not vary by more than 1/10 FH seconds between 0.03 FH and FH.

C2.4 Time

C2.4.1 Time base
A time base shall be recorded and shall at least give 1/100 s with an accuracy of 1 percent.
C2.4.2 Relative lime delay
The relative time delay between the signal of two or more data channels, regardless of their frequency class, must not exceed 1 ms excluding delay caused by phase shift.
Two or more data channels of which the signals are combined shall have the same frequency class and shall not have relative lime delay greater than 1/10 FH seconds.
This requirement applies to analogue signals as well as to synchronization pulses and digital signals.

C2.5 Transducer cross sensitivity

The transducer cross sensitivity shall be less than 5 percent in any direction.

C2.6 Calibration

C2.6.1 General
A data channel shall be calibrated at least once a year against reference equipment traceable to known standards. The methods used to carry out a comparison with reference equipment shall not introduce an error greater than 1 percent of the CAC. The use of the reference equipment is limited to the frequency range for which they have been calibrated. Subsystems of a data channel may be evaluated individually and the results factored into the accuracy of the total data channel. This can be done for example by an electrical signal of known amplitude simulating the output signal of the transducer which allows a check to be made on the gain factor of the data channel, excluding the transducer.
C2.6.2 Accuracy of reference equipment for calibration
The accuracy of the reference equipment shall be certified or endorsed by an official metrology service.
C2.6.2.1 Static calibration
C2.6.2.1.1 Accelerations
The errors shall be less than ±1.5 percent of the channel amplitude class.
C2.6.2.1.2 Forces
The error shall be less than ±1 percent of the channel amplitude class.
C2.6.2.1.3 Displacements
The error shall be less than ±1 percent of the channel amplitude class.
C2.6.2.2 Dynamic calibration
C2.6.2.2.1 Accelerations
The error in the reference accelerations expressed as a percentage of the channel amplitude class shall be less than ±1.5 percent below 400 Hz, less than 2 percent between 400 Hz and 900 Hz, and less than ±2.5 percent above 900 Hz.
C2.6.2.3 Time
The relative error in the reference time shall be less than 10-5.
C2.6.3 Sensitivity coefficient and linearity error
The sensitivity coefficient and the linearity error shall be determined by measuring the output signal of the data channel against a known input signal for various values of this signal. The calibration of the data channel shall cover the whole range of the amplitude class.
For bi-directional channels, both the positive and negative values shall be used.
If the calibration equipment cannot produce the required input owing to the excessively high values of the quantity to be measured, calibrations shall be carried out within the limits of the calibration standards and these limits shall be recorded in the test report.
A total data channel shall be calibrated at a frequency or at a spectrum of frequencies having a significant value between FL and _FH/2.5
C2.6.4 Calibration of the frequency response
The response curves of phase and amplitude against frequency shall be determined by measuring the output signals of the data channel in terms of phase and amplitude against a known input signal, for various values of this signal varying between FL and 10 times the CFC or 3,000 Hz, whichever is lower.

C2.7 Environmental effects

A regular check shall be made to identify any environmental influence (such as electric or magnetic flux, cable velocity, etc.). This can be done for instance by recording the output of spare channels equipped with dummy transducers. If significant output signals are obtained corrective action shall be taken, for instance by replacement of cables.

C2.8 Choice and designation of the dab channel

The CAC and CFC define a data channel.
The CAC shall be 1, 2 or 5 to a power of ten.

C3 Mounting of transducers

Transducers should be rigidly secured so that their recordings arc affected by vibration as little as possible. Any mounting having a lowest resonance frequency equal to at least 5 times the frequency FH of the data channel considered shall be considered valid. Acceleration transducers in particular should be mounted in such a way that the initial angle of the real measurement axis to the corresponding axis of the reference axis system is not greater than 5° unless an analytical or experimental assessment of the effect of the mounting on the collected data is made. When multi-axial accelerations at a point are to be measured, each acceleration transducer axis should pass within 10 mm of that point, and the center of seismic mass of each accelerometer should be within 30 mm of that point.

C4 Recording

C4.1 Analogue magnetic recorder

Tape speed should be stable to within not more than 0.5 percent of the tape speed used. The signal-to-noise ratio of the recorder should not be less than 42 dB at the maximum tape speed. The total harmonic distortion should be less than 3 percent and the linearity error should be less than 1 percent of the measurement range.

C4.2 Digital magnetic recorder

Tape speed should be stable to within not more than 10 percent of the tape speed used.

C4.3 Paper tape recorder

In case of direct data recording the paper speed in mm/s should be at least 1.5 times the number expressing FH in Hz. In other cases the paper speed should be such that equivalent resolution is obtained.

C5 Data processing

C5.1 Filtering

Filtering corresponding to the frequencies of the data channel class may be carried out during either recording or processing of data. However, before recording, analogical filtering at a higher level than CFC should be effected in order to use at least 50 percent of the dynamic range of the recorder and to reduce the risk of high frequencies saturating the recorder or causing aliasing errors in the digitalizing process.

C5.2 Digitalizing
C5.2.1 Sampling Frequency
The sampling frequency should be equal to at least 8 FH. In the case of analogical recording, when the recording and reading speeds are different, the sampling frequency can be divided by the speed ratio.
C5.2.2 Amplitude resolution
The length of digital works should be at least 7 bits and a sign.

C6 Presentation of results

The results should be presented on A4 size paper (ISO/R 216). Results presented as diagrams should have axes scaled with a measurement unit corresponding to a suitable multiple of the chosen unit (for example, 1 mm, 2 mm, 5 mm, 10 mm, 20 mm). ST units shall be used, except for vehicle velocity, where km/h may be used, and for accelerations due to impact where g, with g=9.81 m/s2, may be used.

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