Foreword

All content of this Standard is mandatory.

This Standard was drafted in accordance with the rules given in GB/T 1.1-2009.

This Standard replaces GB 11567.1-2001 Motor vehicles and trailers – Lateral protection requirements and GB 11567.2-2001 Motor vehicles and trailers – Rear underrun protection requirements. Compared with GB 11567.1-2001 and GB 11567.2-2001. In addition to the
editorial modifications, the main technical differences are as follows:

– modified the standard name to “Motor vehicles and trailers

– lateral and rear underrun protection requirements”;

– modified the definitions for “unprotected road users”, “lateral protection device” and “rear underrun protection device” (see 3.1, 3.2, 3.3 of this Edition, 2.1, 2.2 of Edition 2001);

– added the technical requirements for lateral protection device that has different mounting position (see 4.6 and 6.13 of this Edition);

– added the requirements for lateral protection device of center-axis trailer (see 5.2.1 and 6.4.1 of this Edition);

– added the requirements for lateral protection device of dual-steering axle vehicle (see 5.4 and 6.6 of this Edition);

– deleted the requirements for lateral protection device of retractable trailer;

– modified the requirements for sectional height of transverse component (see 7.1 and 9.4 of this Edition, 3.1 and 5.4 of Edition 2001);

– added the requirements for maximum horizontal deformation of rear underrun protection device of tank vehicle for road transport liquid
dangerous goods (see 7.3 and 9.6 of this Edition);
– added the technical requirements for vehicle with rear mounting bracket (see 7.4 and 9.8 of this Edition);
– modified the height of rear underrun protection device from lower edge to ground not greater than 500 mm (see 8.1 and 9.1 of this Edition, 4.1.2 and
5.1.2 of Edition 2001);

– added the mounting position requirements for rear underrun protection device of tank vehicle for road transport liquid dangerous goods (see 8.3 and 9.2 of this Edition);

– added the provisions for same type (see Clause 10 of this Edition);

– added the transitional requirements for standard implementation (see Clause 11 of this Edition);

– added the test conditions for lateral protection device (see Annex A of this Edition);

– modified the three-point loading test load (see Annex B.3.2.2 of this Edition, Annex A.3.2.2 of Edition 2001);

– modified the loading program of rear underrun protection device (see Annex B.3.3 of this Edition, Annex A.3.3 of Edition 2001);

– added the force point replacement of rear underrun protection device (see Annex B.3.4).

This Standard was proposed by Ministry of Industry and Information Technology.

This Standard shall be under the jurisdiction of National Technical Committee on Automobile of Standardization Administration of China (SAC/TC 114). The drafting organizations of this Standard: China Automotive Technology Research Center, China Heavy Duty Truck Group Co., Ltd., Dongfeng Motor Group Co., Ltd., Anhui Jianghuai Automobile Co., Ltd., China First Automobile Co., Ltd., Beijing Futian Daimler Automotive Co., Ltd., AQSIQ Defective Product Management Center, Dongfeng Liuzhou Automobile Co., Ltd., Shaanxi Heavy Vehicle Co., Ltd., Chongqing Vehicle Inspection Institute Co., Ltd., Hanyang Special Purpose Vehicle Research Institute, China Vehicle Forensic Center.

Main drafters of this Standard: Sun Zhendong, Zhao Jianhong, Sun Changwang, Zhang Mingjun, Zhang Shangjiao, Li Yugang, Tang Xiaohua, Gao
Yuguang, Li Zhongli, Li Shaodong, Xiao Lingyun, Hu Wenhao, Xu Enyong, Mao Liang, Qin Zhenyuan, Hu Junyu, Wang Wei, Chen Qiang, Ma Shenglong, Xu Weigang, Liu Liya, Sun Lei.
Versions of standard substituted by this Standard are:

– GB 11567-1989, GB 11567-1994;
– GB 11567.1-2001;
– GB 11567.2-2001.

 

Motor vehicles and trailers – lateral and
rear underrun protection requirements

1 Scope

This Standard specifies the technical requirements for lateral and rear underrun protection devices of motor vehicles and trailers as well as the technical
requirements for vehicles.

This Standard is applicable to N2, N3, O3 and O4 vehicles.

This Standard is not applicable to semi-trailer tractor or the vehicles that are designed and manufactured particularly, lateral and rear underrun protection devices cannot be mounted due to objected reasons. The requirements for rear underrun protection are not applicable to special purpose vehicles specially designed and manufactured to handle long staples that cannot be segmented (such as vehicle for timber transport).

 

2 Normative references

The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies.

GB/T 3730.2, Road vehicle – Masses – Vocabulary and codes

GB/T 15089, Classification of power-driven vehicles and trailers

 

3 Terms and definitions

For the purposes of this document, the terms and definitions defined in GB/T 3730.2 and GB/T 15089 as well as the followings apply.

3.1 unprotected road users

pedestrians, cyclists or motorcyclists who may fall into the side of a vehicle while using the road and are involved in the wheel

 

3.2 lateral protection device

a device consisting of a longitudinal part and a connecting structure that is fixed on the side part of the chassis or on other structural parts of the vehicle, used to prevent unprotected road users falling into the side of the vehicle and getting caught under the wheel; certain parts of the vehicle can be used as lateral
protection device

 

3.3 rear underrun protection device

a device consisting of a transverse component and a connecting structure that is fixed to a chassis part or to other structural parts of a vehicle

 

3.4 rear underrun protection

rear underrun protection refers to particular rear underrun protection device or vehicle body, frame parts or other parts that can have all or part of the rear underrun protection function depending on their shape and characteristics

 

4 Technical requirements for lateral protection device

4.1 The lateral protection device shall be measured according to the test conditions specified in Annex A.1. The outer surface of lateral protection device shall be smooth and as continuous as possible before and after. Adjacent parts are allowed to overlap. But lapped exposed edges shall be backward or downward. Adjacent parts shall be left in the longitudinal direction of no more than 25mm gap, but the rear cannot go beyond the front outside. The round head of the bolt and rivet allows a convex outer surface not to exceed 10 mm. Other parts are only allowed smooth and to have similar round head structure. And it can also have a convex outer surface not more than 10 mm. Exposed edges and corners exposed by a sphere of 100 mm diameter shall be rounded off. The fillet radius shall not be less than 2.5 mm. Components that protrude less than 5 mm shall be passivated towards the outer surface edge.

 

4.2 The lateral protection device may be a continuous plane or consist of one or more crossbars or be a combination of plane and crossbar. When using the crossbar structure, the crossbar spacing shall not exceed 300 mm, and the section height OF:

a) N2 and O3 vehicles shall not be less than 50 mm;

b) N3 and O4 vehicles shall not be less than 100 mm.
The combination structure of plane and rail shall form a practically continuous lateral protection device, in accordance with the provisions of 4.1.

 

4.3 The front edge of the lateral protection device shall have a continuous vertical component throughout its entire height. For N2 and O3 vehicles, the outer side and front face of the vertical component are at least 50 mm rearward, 100 mm inwardly curved, or a minimum radius of 50 mm, at least a quarter arc. For N3 and O4 vehicles, the lateral surface and the anterior face of the vertical member are at least 100 mm rearward, 100 mm inwardly curved, or a minimum radius of 100 mm, at least a quarter arc (as shown in Figure 1).

 

4.4 The lateral protection device shall have a certain rigidity, fixed firmly (the loosing is not because of vibration). Except the parts described in 4.5, it shall be made of metal or other appropriate material. When a static pressure of 1 kN is applied to a circular pressure head of 220mm ± 10mm in diameter perpendicularly to each part of the outer surface of the device, the deformation due to the force shall meet the following requirements:

a) the deformation of lateral protection device at the last 250 mm shall not exceed 30 mm;
b) the deformation of other remaining part shall not exceed 150 mm.

4.5 The various facilities that are permanently mounted in the vehicle such as spare tire, battery rack, gas cylinder, fuel tank, lamp, reflector, tool box, etc. can be used as part of the lateral protection device. When they are used as a part of the lateral protection device, their sizes shall meet the requirements of Clause 4. The clearance between the lateral protection device and permanently fixed facilities shall meet the requirements of 4.1.

 

4.6 The lateral protection device can be designed to have different mounting positions when it is at vehicle side. At this moment, there shall be a reliable method to ensure that it is at normal operation position but not moved freely after it is mounted. The force that needs to be applied when adjusting its mounting position shall not exceed 400 N.

 

5 Technical requirements for vehicle mounted with lateral protection device

 

5.1 The test vehicle shall be measured according to the test conditions specified in Annex A.2. The lateral protection device shall not increase the total width of vehicle. The main part of the outer surface of the vehicle shall be located not more than 150 mm within the outermost edge (maximum width) of the vehicle. At least 250 mm of the last section of the lateral protection device shall not be located at the outermost side of the rear tire (excluding the portion of the tire that contacts the ground bulge) to a position greater than 30 mm inward. For certain vehicles, the front edge of the lateral protection device allows inward flexion according to 5.2.3 and 5.2.4.

5.2 Structural requirements for front edge of lateral protection device

5.2.1 The front edge position shall comply with the following provisions:

a) for N2 and N3 vehicles: the front edge shall be within 300 mm of the nearest tire circumferential section; this section is a vertical plane perpendicular to the longitudinal plane of the vehicle;
b) for tractor trailer: the front edge shall be within 500 mm of the plane in accordance with 5.2.1 a);
c) for semi-trailer: if the support is fitted, the front edge is not more than 250 mm behind the central cross-section of the support; however, in any case, the distance between the front edge and the center cross section of the kingpin at the final position is not more than 2,700 mm;
d) for center-axis trailer: the front edge shall be located in front of the central cross-section of the first axis, but not beyond the front of the bodywork to ensure the trailer’s normal maneuverability.

5.2.2 When the front edge of the lateral protection device is located in an open area exceeding 25 mm, the front edge of the lateral protection device shall have a continuous vertical component throughout its entire height. For N2 and O3 vehicles, the outer side and front face of the vertical component are at least 50 mm rearward, 100 mm inwardly curved, or the minimum radius is 50 mm, at least a quarter arc. For N3 and O4 vehicles, the lateral surface and the anterior face of the vertical component are at least 100 mm rearward, 100 mm inwardly curved, or a minimum radius of 100 mm, at least a quarter arc.

5.2.3 For N2 and N3 vehicles, if the 300 mm dimension described in 5.2.1a) falls in the area of the cab, the clearance between the front edge and the cab
enclosure shall not exceed 100 mm. If necessary, it shall be bent inwards to an angle no greater than 45°. At this point, the requirements of 5.2.2 do not apply.

5.2.4 For N2 and N3 vehicles, if the 300mm dimension described in 5.2.1a) falls behind the cab and the clearance between the front edge and the cab wall is not greater than 100 mm, the requirements of 5.2.3 may be met.

5.3 The trailing edge of the lateral protection device shall be within 300 mm of the tire closest to its tangent plane. This section is a vertical plane perpendicular to the longitudinal plane of the vehicle. The trailing edge may not require the installation of a continuous vertical component.

5.4 The provisions of 5.2 and 5.3 are independent, which cannot be combined. However, for vehicles with double steering shafts, if the wheelbase of the dual steering shaft is not more than 2100 mm, the lateral protection device shall not be required between the two shafts.

5.5 The length of the front and rear flaps of the lateral protection device shall not exceed the distance between the center of the circular pan head and the intersection of the connectors (as shown in Figure 2). When there are several such distances, the maximum of them shall not be exceeded.

5.6 In the no-load state of the vehicle, the ground clearance at any point on the lower edge of the lateral protection device shall not be more than 550 mm.

5.7 The upper edge of the lateral protection device shall be no larger than 350 mm from the vehicle component on the upper side. This component means a part that is delivered or in contact with a vertical plane cut at the outer side of the tire (excluding the part of the tire that is in contact with the ground), except the followings:

a) when the plane indicated in 5.7 does not intersect with the vehicle component, the upper edge of the device shall be at least 950 mm (whichever is less) from the plane of the cargo platform or at a distance of less than 2 mm from the ground;
b) when the vehicle components intersecting with the plane indicated in 5.7 are more than 1300 mm above the ground, the ground clearance at the upper edge of the device shall not be less than 950 mm;
c) for vehicles specifically designed and manufactured for container transport or detachable carriage structure, the upper edge of the lateral protection device shall be determined according to 5.7a) and 5.7b); the container
and the detachable carriage shall be considered as vehicle components;
d) on vehicles equipped with cranes for loading, unloading or other operations, with a permanently installed cab or operating platform for crane control, the upper edge of the lateral protection device may be determined according to 5.7a) and 5.7b); the cab or platform is considered a cargo platform.

 

Figure 2 — Front and rear extension of lateral protection device

NOTE: Clause 5 applies only to vehicles fitted with lateral protection device complying with the provisions of Clause 4.

5.8 The lateral protection device shall be securely fixed and not to be loosened by vibration from normal use of the vehicle.

5.9 The various facilities that are permanently mounted in the vehicle such as spare tire, battery rack, gas cylinder, fuel tank, lamp, reflector, tool box, etc. can be used as part of the lateral protection device. When they are used as a part of the lateral protection device, their sizes shall meet the requirements of Clause 4. The clearance between the lateral protection device and permanently fixed facilities shall meet the requirements of 4.1 or 6.2.

5.10 Brake components, gas or liquid lines shall not be fitted and secured to the lateral protection device.

5.11 The following vehicle types shall be met:

a) for tank vehicle, i.e. with a closed tank fixed to the vehicle and fitted with a hose or pipe connection for handling, a specially designed vehicle for the transport of liquid materials, the lateral protection device shall comply with the requirements of Clause 5 except that they cannot meet the requirements due to operating functions;

b) for vehicles designed with a retractable support for additional stability during loading, unloading or other operations, the lateral protection device is allowed to leave a space for the support device to extend;

c) for vehicles equipped with cable glands and winches, the lateral protection device shall allow the clearance for the cables to pass and be tightened;

d) for vehicles fitted with cranes for loading, unloading or other operations, the lateral protection device that complies with the requirements of Clause 6 shall be fitted to the extent possible; if in practical work, the operation or loading of the crane makes it impossible to install the lateral protection device, then the requirements of Clause 6 may not be required.

 

6 Technical requirements for vehicle with lateral protection device

6.1 The vehicle with lateral protection device shall be measured according to the test conditions specified in A.2. The lateral protection device shall not increase the total width of vehicle. The outer surface of the main part of the vehicle is located in the outermost edge (maximum width) within the position of not more than 150 mm. At least 250 mm of the last section of the lateral protection device shall not be located on the outermost side of the rear tire (excluding the portion of the tire that contacts the floor surface) greater than 30 mm inward. For N2 and N3 vehicles, the front edge of the lateral protection device allows inward flexion according to 6.4.3 and 6.4.4.

6.2 The outer surface of lateral protection device shall be smooth and as continuous as possible before and after. Adjacent parts are allowed to overlap. But lapped exposed edges shall be backward or downward. Adjacent parts shall be left in the longitudinal direction of no more than 25mm gap, but the rear cannot go beyond the front outside. The round head of the bolt and rivet allows a convex outer surface not to exceed 10 mm. Other parts are only allowed smooth and to have similar round head structure. And it can also have a convex outer surface not more than 10 mm. Exposed edges and corners exposed by a sphere of 100 mm diameter shall be rounded off. The fillet radius shall not be less than 2.5 mm. Components that protrude less than 5 mm shall be passivated towards the outer surface edge.

6.3 The lateral protection device may be a continuous plane or consist of one or more crossbars or be a combination of plane and crossbar. When using the crossbar structure, the crossbar spacing shall not exceed 300 mm, and the section height OF:

a) N2 and O3 vehicles shall not be less than 50 mm;

b) N3 and O4 vehicles shall not be less than 100 mm.

 

The combination structure of plane and rail shall form a practically continuous lateral protection device, in accordance with the provisions of 6.2.

6.4 The structural requirements for lateral protection device are as follows:

a) The front edge position shall comply with the following provisions:

1) for N2 and N3 vehicles: the front edge shall be within 300 mm of the nearest tire circumferential section; this section is a vertical plane perpendicular to the longitudinal plane of the vehicle;

2) for tractor trailer: the front edge shall be within 500 mm of the plane in accordance with 6.4 a)1);

3) for semi-trailer: if the support is fitted, the front edge is not more than 250 mm behind the central cross-section of the support; however, in any case, the distance between the front edge and the center cross section of the kingpin at the final position is not more than 2,700 mm;

4) for center-axis trailer: the front edge shall be located in front of the central cross-section of the first axis, but not beyond the front of the bodywork to ensure the trailer’s normal maneuverability.

b) when the front edge of the lateral protection device is located in an open area exceeding 25 mm, the front edge of the lateral protection device shall have a continuous vertical component throughout its entire height. For N2 and O3 vehicles, the outer side and front face of the vertical component are at least 50 mm rearward, 100 mm inwardly curved, or the minimum radius is 50 mm, at least a quarter arc. For N3 and O4 vehicles, the lateral surface and the anterior face of the vertical component are at least 100 mm rearward, 100 mm inwardly curved, or a minimum radius of 100 mm, at least a quarter arc;

c) for N2 and N3 vehicles, if the 300 mm dimension described in 5.2.1a) falls in the area of the cab, the clearance between the front edge and the cab enclosure shall not exceed 100 mm. If necessary, it shall be bent inwards to an angle no greater than 45°. At this point, the requirements of 5.2.2 do not apply;

d) for N2 and N3 vehicles, if the 300mm dimension described in 6.4a)1) falls behind the cab and the clearance between the front edge and the cab wall is not greater than 100 mm, the requirements of 6.4.3 may be met.

 

6.5 The trailing edge of the lateral protection device shall be within 300 mm of the tire closest to its tangent plane. This section is a vertical plane perpendicular to the longitudinal plane of the vehicle. The trailing edge may not require the installation of a continuous vertical component.

6.6 The provisions of 6.4 and 6.5 are independent, which cannot be combined. However, for vehicles with double steering shafts, if the wheelbase of the dual steering shaft is not more than 2100 mm, the lateral protection device shall not be required between the two shafts.

6.7 The length of the front and rear flaps of the lateral protection device shall not exceed the distance between the center of the circular pan head and the intersection of the connectors (as shown in Figure 2) when performing 6.10 test. When there are several such distances, the maximum of them shall not be exceeded.

6.8 In the no-load state of the vehicle, the ground clearance at any point on the lower edge of the lateral protection device shall not be more than 550 mm.

6.9 The upper edge of the lateral protection device shall be no larger than 350 mm from the vehicle component on the upper side. This component means a part that is delivered or in contact with a vertical plane cut at the outer side of the tire (excluding the part of the tire that is in contact with the ground), except the followings:

a) when the plane indicated in 6.9 does not intersect with the vehicle component, the upper edge of the device shall be at least 950 mm (whichever is less) from the plane of the cargo platform or at a distance of less than 2 mm from the ground;

b) when the vehicle components intersecting with the plane indicated in 6.9 are more than 1,300 mm above the ground, the ground clearance at the upper edge of the device shall not be less than 950 mm;

c) for vehicles specifically designed and manufactured for container transport or detachable carriage structure, the upper edge of the lateral protection device shall be determined according to 6.9a) and 6.9b); the container and the detachable carriage shall be considered as vehicle components;

d) on vehicles equipped with cranes for loading, unloading or other operations, with a permanently installed cab or operating platform for crane control, the upper edge of the lateral protection device may be determined according to 6.9a) and 6.9b); the cab or platform is considered a cargo platform.

6.10 The lateral protection device shall have a certain rigidity, fixed firmly (the loosing is not because of vibration). Except the parts described in 4.5, it shall be made of metal or other appropriate material. When a static pressure of 1 kN is applied to a circular pressure head of 220mm ± 10mm in diameter

6.11 The various facilities that are permanently mounted in the vehicle such as spare tire, battery rack, gas cylinder, fuel tank, lamp, reflector, tool box, etc. can be used as part of the lateral protection device. When they are used as a part of the lateral protection device, their sizes shall meet the requirements of Clause 6. The clearance between the lateral protection device and permanently fixed facilities shall meet the requirements of 6.2.

6.12 Brake components, gas or liquid lines shall not be fitted and secured to the lateral protection device.

6.13 The lateral protection device can be designed to have different mounting positions when it is at vehicle side. At this moment, there shall be a reliable method to ensure that it is at normal operation position but not moved freely after it is mounted. The force that needs to be applied when adjusting its mounting position shall not exceed 400 N.

6.14 The following vehicle types shall be met:

a) for tank vehicle, i.e. with a closed tank fixed to the vehicle and fitted with a hose or pipe connection for handling, a specially designed vehicle for the transport of liquid materials, the lateral protection device shall comply with the requirements of Clause 6 except that they cannot meet the requirements due to operating functions;

b) for vehicles designed with a retractable support for additional stability during loading, unloading or other operations, the lateral protection device is allowed to leave a space for the support device to extend;

c) for vehicles equipped with cable glands and winches, the lateral protection device shall allow the clearance for the cables to pass and be tightened;

d) for vehicles fitted with cranes for loading, unloading or other operations, when the requirements of Clause 6 cannot be met, to ensure crane operation or loading, the lateral protection device may be equipped with additional clearance if necessary.

6.15 If the shape and characteristics of the designed and/or equipped components on the side of the vehicle can together meet the requirements of Clause 6, the lateral protection device may be replaced.

 

7 Technical requirements for rear underrun protection device

7.1 Both ends of transverse component of rear underrun protection device shall not bend toward the rear of the vehicle. There shall be no sharp outside edge. The lateral end of transverse component shall be rounded with a fillet radius not less than 2.5 mm. The section height of transverse component, for N2, O3 vehicles, shall not be less than 100 mm; for N3, O4 vehicles, it shall be not less than 120 mm.

7.2 The rear underrun protection device may be designed with different mounting positions at the rear of the vehicle. At this moment, there shall be a reliable way to ensure that it shall not be freely moved in the mounting position after it is mounted. When adjusting its mounting position, it needs to exert a force not greater than 400 N.

7.3 The rear underrun protection device shall have adequate barrier to rearend collisions in a direction parallel to the longitudinal axis of the vehicle to prevent a collision. This barrier capability shall be evaluated in accordance with the static loading test of a) or the mobile barrier crash test of b).

a) Perform the test according to Annex B. During the loading process of specified load and after the test, record the maximum horizontal deformation of observable rear underrun protection device. The maximum horizontal deformation of rear underrun protection device that is mounted on tank vehicle for road transport liquid dangerous goods shall not exceed 150 mm.

b) Perform the test according to Annex C. The amount of penetration of the moving barrier, the maximum deceleration value and the rate of rebound after the collision that can be observed during the collision shall be recorded. The maximum amount of penetration of rear underrun protection device that is mounted on tank vehicle for road transport liquid dangerous goods shall not exceed 150 mm. At the same time, the rear underrun protection device shall meet the following requirements:

1) in the collision process specified in Annex C, the rear underrun protection device can be deformed and cracked, but shall not come off as a whole;

2) during the collision specified in Annex C, the rear underrun protection device shall be capable of absorbing the impact energy to mitigate the impact; the maximum deceleration speed of mobile barrier is required not greater than 40 g, bounce rate is not more than 2 m/s.

7.4 For vehicles with a tailgate mounted on the rear, the rear underrun protection device can be interrupted. In this case, the following requirements shall be met:

a) when lifting equipment is working through the interruption and this interruption is unavoidable, the maximum lateral clearance of the rear underrun protection device and tailgate components shall not exceed 25 mm;

b) the effective surface area of each separate part of rear underrun protection device including external lifting mechanism shall at least be 35,000 mm2; but for vehicles of which the width is less than 2,000 mm and cannot meet the above requirements for effective surface area, when complying with 7.3 conditions, the effective area can be reduced.

 

8 Technical requirements for vehicle mounted with rear underrun protection device

 

8.1 In the no-load condition of the vehicle, the lower edge of the rear underrun protection device of the vehicle over its full width is not more than 500 mm. When performing the test according to 7.3a), the height of loading point from ground: for N2, O3 vehicles, not exceeding 550 mm; for N3, O4 vehicles, not exceeding 560 mm.

8.2 The width of the rear underrun protection device shall not be greater than the distance between the outermost points of the wheels on both sides of the rear axle of the vehicle (excluding the deformation of the tire). And the horizontal distance between the outermost edge of either end of the rear underrun protection device and the outermost end of the rear axle wheel of the side vehicle is not more than 100 mm. If the vehicle has more than two rear axles, the widest rear axle shall prevail. In addition, when performing the test according to 7.3a), the distance between the loading point and the outermost end of the rear axle of the vehicle shall meet the requirements of B.3.1.3 and shall be recorded.

8.3 The sum of the vertical horizontal distance between the rear of rear underrun protection device and the vehicle’s rearmost end (including the tailgate) AND the maximum horizontal deformation (or penetration) measured shall not exceed 400 mm. The rear underrun protection device tank vehicle for road transport liquid dangerous goods shall be mounted at the rear end of the vehicle. When measuring this distance, any part 2 m higher than the ground of the vehicle is not included. 8.4 The maximum design total mass of vehicle shall not exceed the maximum design total mass of the predicted mounting vehicle indicated by rear underrun protection device tested according to Clause 7, excluding the vehicle of which the maximum design total mass of indicated predicated mounting vehicle is not less than 2×104 kg.

NOTE: Clause 8 applies only to vehicles fitted with rear underrun protection device that complies with the provisions of Clause 7.

9 Technical requirements for vehicle with rear underrun protection

9.1 in the no-load condition of the vehicle, the lower edge of the rear underrun protection device of the vehicle over its full width is not more than 500 mm.
9.2 The rear underrun protection device shall be located as close as possible to the rear of the vehicle. The rear underrun protection device tank vehicle for road transport liquid dangerous goods shall be mounted at the rear end of thevehicle.

9.3 The width of the rear underrun protection device shall not be greater than the distance between the outermost points of the wheels on both sides of the rear axle of the vehicle (excluding the deformation of the tire). And the horizontal distance between the outermost edge of either end of the rear underrun protection device and the outermost end of the rear axle wheel of the side vehicle is not more than 100 mm. If the vehicle has more than two rear axles, the widest rear axle shall prevail. When the device belongs to the body or the body is also part of the device, if the body beyond the width of the rear axle, the rear underrun protection is allowed to be beyond the rear axle width.

9.4 Both ends of transverse component of rear underrun protection device shall not bend toward the rear of the vehicle. The lateral end of transverse component shall be rounded with a fillet radius not less than 2.5 mm. The section height of transverse component, for N2, O3 vehicles, shall not be less
than 100 mm; for N3, O4 vehicles, it shall be not less than 120 mm.

9.5 The rear underrun protection device may be designed with different mounting positions at the rear of the vehicle. At this moment, there shall be a
reliable way to ensure that it shall not be freely moved in the mounting position after it is mounted. When adjusting its mounting position, it needs to exert a force not greater than 400 N.

9.6 The rear underrun protection device at operation position shall be connected with vehicle frame or other similar components. The rear underrun protection device shall have adequate barrier to rear-end collisions in a direction parallel to the longitudinal axis of the vehicle to prevent a collision.

This barrier capability shall be evaluated in accordance with the static loading test of a) or the mobile barrier crash test of b).

a) Perform the test according to Annex B. During the loading process of specified load and after the test, record the maximum horizontal deformation of observable rear underrun protection device. The maximum horizontal deformation of rear underrun protection device that is mounted on tank vehicle for road transport liquid dangerous goods shall not exceed 150 mm.

b) Perform the test according to Annex C. The amount of penetration of the moving barrier, the maximum deceleration value and the rate of rebound after the collision that can be observed during the collision shall be recorded. The maximum amount of penetration of rear underrun protection device that is mounted on tank vehicle for road transport liquid dangerous goods shall not exceed 150 mm. At the same time, the rear underrun protection device shall meet the following requirements:

1) in the collision process specified in Annex C, the rear underrun protection device can be deformed and cracked, but shall not come off as a whole;

2) during the collision specified in Annex C, the rear underrun protection device shall be capable of absorbing the impact energy to mitigate the impact; the maximum deceleration speed of mobile barrier is required not greater than 40 g, bounce rate is not more than 2 m/s.

9.7 The sum of the vertical horizontal distance between the rear of rear underrun protection device and the vehicle’s rearmost end (including the tailgate) AND the maximum horizontal deformation (or penetration) measured according to 9.6a) [or 9.6b)] shall not exceed 400 mm. When measuring this distance, any part 2 m higher than the ground of the vehicle is not included.

9.8 For vehicles with a tailgate mounted on the rear, the rear underrun protection device can be interrupted. In this case, the following requirements shall be met:

a) when lifting equipment is working through the interruption and this interruption is unavoidable, the maximum lateral clearance of the rear underrun protection device and tailgate components shall not exceed 25 mm;

b) the effective surface area of each separate part of rear underrun protection device including external lifting mechanism shall at least be 35,000 mm2; but for vehicles of which the width is less than 2,000 mm and cannot meet the above requirements for effective surface area, when complying with 9.7 conditions, the effective area can be reduced.

 

10 Provisions on same type

10.1 The same type of lateral protection device and the same type equipped with lateral protection device refer that they have no differences in the following aspects:

– the structure, size (same or increased section size) AND material of lateral protection device are the same; – the connector, connection method and mounting position of lateral protection device are the same;

– the vehicle wheelbase is same or reduced.

 

10.2 The same type of rear underrun protection device as well as the same vehicle type equipped with rear underrun protection device or rear underrun protection refer that they have no differences in the following aspects: – the structure, size (same or increased section size of transverse component) AND material of rear underrun protection device are the same; – the connector of rear underrun protection device mounted to the vehicle, connection method are the same; – the distance from the rear of rear underrun protection device to the rearmost end of the vehicle is same or reduced (except the tank vehicle for road transport liquid dangerous goods); – the total mass of vehicle of which the maximum design total mass is less than 2×104 kg is same or reduced; – the width between the outer rear wheels of the vehicle is same or reduced. 11 Transitional requirements for standard implementation

 

11.1 For the new product, vehicle type submitted for type approval, it shall be implemented after one year since of date of implementation of this Standard.

11.2 For the product, vehicle type in production, it shall be implemented

 

Annex A
(normative)
Test conditions for lateral protection device

 

A.1 Test conditions for lateral protection device

A.1.1 As required by manufacturer, one of the following methods shall be selected for the test:

a) perform on the vehicle that is predicted to mount with lateral protection device;

b) perform on the chassis part of the vehicle that is predicted to mount with lateral protection device, of which this chassis part shall represent this vehicle type;

c) perform on a rigid test bench. A.1.2 When performing the tests according to A.1.1b) and A.1.1c), the connector used to connect lateral protection device and vehicle chassis part or rigid test bench shall be same with the connector that is actually used to mount lateral protection device on vehicle.

A.2 Vehicle test conditions A.2.1 Vehicle shall be in no-load condition, placed in a horizontal, flat, rigid and smooth plane.

A.2.2 The front wheel shall be in a straight line driving position.

A.2.3 Tires shall be inflated to the pressure recommended by the vehicle manufacturer.

A.2.4 In order to reach the test loads specified in 4.4 and 6.10, the vehicle shall be fixed in the manner specified by the vehicle manufacturer.

A.2.5 Vehicle equipped with gas-liquid suspension, hydraulic or air suspension, or with automatic load balancing devices shall be in the no-load condition of normal operation specified by the vehicle manufacturer.

A.2.6 Semi-trailer shall be in the loading surface level of the state.

Annex B
(normative)
Static loading test conditions and procedures for rear underrun
protection device

 

B.1 Test conditions for rear underrun protection device

B.1.1 One of the following methods can be selected for the test:

a) perform on the vehicle that is predicted to mount with rear underrun protection device;

b) perform on the chassis part of the vehicle that is predicted to mount with rear underrun protection device, of which this chassis part shall represent this vehicle type;

c) perform on a rigid test bench.

B.1.2 When performing the tests according to B.1.1b) and B.1.1c), the connector used to connect rear underrun protection device and vehicle chassis part or rigid test bench shall be same with the connector that is actually used to mount rear underrun protection device on vehicle.

 

B.2 Vehicle test conditions

B.2.1 Vehicle shall be in no-load condition, placed in a horizontal, flat, rigid and smooth plane.

B.2.2 The front wheel shall be in a straight line driving position.

B.2.3 Tires shall be inflated to the pressure recommended by the vehicle manufacturer.

B.2.4 In order to reach the test loads specified in

B.3.2, the vehicle shall be fixed in the manner specified by the vehicle manufacturer.

B.2.5 Vehicle equipped with gas-liquid suspension, hydraulic or air suspension, or with automatic load balancing devices shall be in the no-load condition of normal operation specified by the vehicle manufacturer.

 

B.3 Test procedures B.3.1 Loading point position

B.3.1.1 General

As required by 7.3a) and 9.6a), use appropriate test equipment for inspection. The test load, through the loading device in Figure B.1, shall be applied to the rear underrun protection device. The height of the loading surface of the loading device is not more than 250 mm (the specific height is determined by the manufacturer) and the width is 200 mm. The chamfer radius between the loading surface and other sides is 5mm ± 1mm. When the test load is separately and continuously applied according to the provisions of B.3.2.1 and B.3.2.2, the center of the loading surface of the loading device shall be within the horizontal contour of the rear underrun protection device and shall be designated by manufacturer. And for N2, O3 vehicles in no-load condition, the height of loading point from ground is not greater than 550 mm. For N3, O4 vehicles in no-load condition, the height of loading point from ground is not greater than 560 mm, as shown in Figure B.2.

B.3.1.2 Two-point loading

The distance between the two points of action is between 700mm and 1000mm. And the two points of action shall be symmetrical with respect to the longitudinal centerline of the rear underrun protection device or the longitudinal centerline of the vehicle. The exact location of the point of action is given by the manufacturer.

 

B.3.1.3 Three-point loading

When performing the test according to B.1.1a) or b), the two points of action at the left and right sides are respectively tangent to the outermost end of the rear axle of the vehicle and parallel to the vertical plane of the longitudinal centerline of the vehicle 300mm ± 25mm. If the vehicle has more than two rear axles, the outermost end of the rear axle tire of the vehicle shall be at the point farthest away from the longitudinal center plane of the vehicle (excluding the deformation of the tire). The third point of action is located between the two connections, and in the vertical center of the vehicle. When performing the test according to B.1.1c), the exact positions of the two points of action on the left and right sides are given by the manufacturer. The third point of action is located between the two connections, and in the rear underrun protection device’s center vertical plane. B.3.2 Test load B.3.2.1 When two points are loaded, each point has a loading force of 100 kN or a horizontal load equal to 50% of the total vehicle maximum design, whichever is less, continuing to act on the left loading point shown in Figure B.2 or on the right loading point.

B.3.2.2 When three points are loaded, the horizontal load (whichever is smaller) of 50 kN per point or equivalent to 25% of the maximum total vehicle design mass shall continue to act on the left loading point or the right loading point as shown in Figure B.2, respectively. And then continue to act on the loading point on the longitudinal center plane of the vehicle (or rear underrun protection device).

B.3.3 Loading program

B.3.3.1 Three-point loading, two-point loading shall be performed in sequence. During the test, use same test sample.

B.3.3.2 The two-point loading is not related to the loading sequence.

B.3.3.3 During three-point loading, perform the loading test of two-end loading point first. Then perform the loading test of the point on the longitudinal center plane of the vehicle. Loading point at both ends is not related to the loading sequence.

B.3.3.4 If the rear underrun protection device is axisymmetric to the longitudinal center plane of the vehicle, the loading point at both ends of the two-point loading and three-point loading may measure only one of the left and right sides. At this point, the loading point of two-point loading, three-point loading shall be located on the same loading point. B.3.4 Force point replacement If the loading point, as identified in B.3.1, is within the interruption area of rear underrun protection device described in 7.4 or 9.8, the test load shall be applied to the replacement point. The replacement point is:

– as required by B.3.1.2, within 50mm of the horizontal centerline closest to the vertical edge where the point of force is applied;

– as required by B.3.1.3, for the intersection of the horizontal and vertical center lines of the parts furthest from the vertical centerline of the vehicle or rear underrun protection device, the maximum distance from the vertical plane tangent to the outermost end of the rear axle tire and parallel to the longitudinal centerline of the vehicle is 325 mm.

 

Annex C
(normative)
Mobile barrier rear collision test conditions and procedures

 

C.1 General

The test uses a mobile barrier to impact the rear underrun protection device on the vehicle and trailer. Examine the rear underrun protection device’s:

a) blocking function — prevent rear-end collision into the vehicle and the lower part of trailer;

b) buffer energy absorption function — ease the impact, reduce the damage to occupants in the collision vehicle and improve the collision compatibility.

C.2 Mobile barrier The mobile barrier mass is 1100kg ± 25kg. The front impact surface is rigid, 1700 mm wide, 400 mm high, and 240 mm from the ground clearance. Cover the front of the impact surface with a layer of 20mm thick plywood.

C.3 Test conditions and test preparation

C.3.1 Test site

The test site shall be large enough to accommodate runways, fixed barriers and the technical equipment required for the test. In front of fixed barrier, there shall be at least 5 m runway that is level, flat and smooth.

C.3.2 Fixed barrier

The fixed barrier is made of reinforced concrete, the front width of not less than 3m, the height of not less than 1.5m. The barrier thickness shall ensure that the mass is not less than 7×104 kg. The front surface of the barrier shall be vertical. The normal line forms a 0° angle with the vehicle direction of driving. The front surface of the barrier shall have a suitable structure for mounting the test piece.

C.3.3 test piece preparation

C.3.3.1 Remove a section of the rear section of the truck from the frame of the truck for mounting the rear underrun protection device to be tested.

C.3.3.2 Use the same mounting method as the actual mounting to fix the protection device on the rail structure of the truck.

C.3.3.3 According to the size of truck in no-load, rigidly fix the prepared test piece on the front of the fixed barrier by bolts. The horizontal distance between the front surface of the rear underrun protection device and the fixed barrier shall not be less than 1000 mm. The vertical distance between the lower surface of the rigid rear structure and the ground shall not be less than 800 mm (adjust to 800 mm if the vertical distance between the lower surface of the rear frame of the truck and the ground is less than 800 mm when the truck is empty).

C.3.3.4 Mark the test piece and the moving barrier with eye-catching marks for easy high-speed photography analysis as measuring points and rulers for drilling penetration, rebound speed measurement.

C.4 Collision test implementation

C.4.1 The mobile barrier shall no longer be subjected to any additional steering or drive action at the moment of impact.

C.4.2 When mobile barrier reaches the path of the rear underrun protection device, the deviation from the theoretical path in any direction in the horizontal direction shall not exceed 150 mm.

C.4.3 At the moment of collision, the speed of mobile barrier shall be km/h. If the test is carried out at a higher speed, and after the rear underrun protection device meets the requirements, it shall pass the test. C.5 Measurement item

C.5.1 Measurement of mobile barrier collision speed

Measure the movement speed of mobile barrier within 1m before collision.

C.5.2 Measurement of mobile barrier penetration

Use a high-speed photographic camera with no less than 1000 images per second to take the collision process from the front side. Measure the mobile barrier penetration during collision with image analysis. The optical measurement system must have means to determine the zero moment of impact in order to determine the initial position of the penetration measurement.

C.5.3 Measurement of maximum deceleration value during mobile barrier collision

In the mobile barrier, install two sensitive axial horizontal acceleration sensors. Adopt a data channel that meets the requirements of Annex D and CFC is 60.

C.5.4 Measurement of bounce speed after mobile barrier collision

Use a high-speed photographic camera with no less than 1000 images per second to take the collision process from the front side. Measure the bounce speed after mobile barrier collision with image analysis. The measurement of bounce speed starts from the position of maximum penetration. Measure the average speed of rebound to about 0.2 m. If the rebound distance is less than 0.2 m, rebound speed shall be calculated as 0. It is considered that the kinetic energy of the mobile barrier can be absorbed by the plastic deformation of the rear underrun protection device during the collision and there is no rebound.

Annex D
(normative)
Test technique: instruments

 

D.1 Definitions

D.1.1 data channel

the data path consists of all devices from the sensors (or composite sensors that combine the signals in a particular way) to data analysis instruments that analyze the frequency and amplitude components of the data

D.1.2 transducer

the first part of the data channel, used to convert the measured physical quantity into other quantities (such as voltage), so as to connect the post-processing equipment

D.1.3 channel amplitude class; CAC

representation of data channel conforming to certain amplitude characteristics as specified in this appendix; the CAC value is numerically equal to the upper limit of the measurement range

D.1.4 characteristic frequencies

definitions of FH, FL, FN are as shown in Figure D.1

D.1.5 channels frequency class; CFC

by a value that indicates that the frequency response of the channel is within the limits specified in Figure D.1; the CFC value is numerically equal to the FH (Hz) value

D.1.6 sensitivity

coefficient in the channel frequency level, use the least square method to fit the calibration value, the slope of the resulting line obtained shall be the sensitivity coefficient

D.1.7 calibration factor of a data channel

on logarithmic scale, between FL and FH/2.5, it is expressed as the average of the sensitivity coefficients at equally spaced frequency points

D.1.8 linearity error

the ratio of the maximum difference between the calibration value and the corresponding reading on the line defined by D.1.6 to the channel amplitude level, expressed as a percentage

D.1.9 cross sensitivity

the ratio of the output signal to the input signal when an excitation is applied to a sensor perpendicular to the measurement axis; this value is expressed as the transverse axis sensitivity of the main measuring axis, expressed as a percentage

D.1.10 phase delay time

the phase lag time of the data channel is equal to the phase lag [expressed in rad (radians)] of a sinusoidal signal divided by the angular frequency of the signal [expressed in rad/s (radians/second)]

D.1.11 environment

at a given moment, an appellation of external conditions on the data channel and their impact

D.2 Performance requirements

D.2.1 Linearity error

the absolute value of the linearity error of the data path at any frequency in the CFC shall be equal to or less than 2.5% of the CAC value over the entire measurement range.

D.2.2 Relationship between amplitude and frequency

The frequency response of the data path shall be within the limit curve given in Figure D.1. The 0-dB line is determined by the calibration factor.

D.2.3 Phase lag time The phase lag time

between the input and output signals of the data channel shall not exceed 1/(10FH) s between 0.03 FH and FH.

D.2.4 Time

D.2.4.1 Time base

Time base shall be recorded as at least 1/100 s, with accuracy of 1%.

D.2.4.2 Relative time delay

The relative time delay between two or more data channel signals, regardless of the frequency level, shall not exceed 1 ms, excluding the hysteresis due to phase drift.
Two or more data channels where the signals are mixed together shall have the same frequency level and the relative time delay shall not exceed 1/(10FH) s. This requirement applies to analog signals as well as sync pulses and digital signals.

D.2.5 Transverse sensitivity of sensor The transverse sensor sensitivity in any direction shall not exceed 5%.

D.2.6 Calibration

D.2.6.1 General

Data channels are calibrated with reference equipment that can be traced to known standards at least once a year. The method of comparison with the baseline equipment shall not result in an error of more than 1% of CAC. The use of reference equipment shall be limited to the calibrated frequency range. The subsystem of data acquisition system can be individually calibrated, and then converted into the total system accuracy. For example, the system can be calibrated by using the sensor output with a known amplitude electrical signal without the need for a sensor.

D.2.6.2 Accuracy of reference equipment used for calibration

D.2.6.2.1 Static calibration

D.2.6.2.1.1 Acceleration The error shall not exceed ±1.5% of the channel amplitude level.

D.2.6.2.1.2 Force

The error shall not exceed ±1% of the channel amplitude level.

D.2.6.2.1.3 Displacement

The error shall not exceed ±1% of the channel amplitude level.

D.2.6.2.2 Dynamic calibration — acceleration

The error of the reference acceleration is expressed as a percentage of the channel amplitude level, requiring:

– not exceeding ±1.5% when it is less than 400 Hz;

– not exceeding ±2% when it is between 400Hz ~ 900Hz;

– not exceeding ±2.5% when it is greater than 900Hz.

D.2.6.2.3 Time

The relative error of the reference time shall not exceed 10-5.

D.2.6.3 Sensitivity coefficient and linearity error

The relationship between the output signal of the measurement data path and the input signal of known magnitude change shall be able to determine the sensitivity coefficient and linearity error. The calibration of the data channel shall cover the entire amplitude level. For bi-directional amplitude channel, positive and negative values shall be calibrated. If the calibration equipment cannot produce the required inputs, the calibration shall be carried out within the limits of the appropriate standard and the limits shall be recorded in the test report. Between FL and FH/2.5, the entire data path shall be calibrated at frequencies with significant values or over a range of frequencies.

D.2.6.4 Calibration of frequency response

The amplitude-frequency characteristics and phase-frequency characteristics are determined by the relationship between the output signal of the data channel and the known input signal. The input signal varies between FL and 10 times CFC or 3000 Hz, whichever is smaller.

D.2.7 Environmental impact

Periodic inspection shall be conducted to determine the effects of the environment (such as electrical or magnetic flux, etc.) This can usually be performed by recording the output of the spare data channel that the analogue sensor is equipped with. If the output signal is too large, corrective measures shall be taken, for example, replacing the wire.

D.2.8 Data acquisition channel selection and determination

Determine the data path through CAC and CFC. CAC shall be 1, 2 or 5×10N, where N is an integer.

D.3 Sensor installation

The sensor shall be rigidly fixed so that its recording is as small as possible due to vibration. The installed resonant frequency is at least 5 times the frequency of the FH considered in the data path. In particular, the acceleration sensor shall be mounted so that the angle of deviation of the actual measuring axis relative to the reference axis shall not be greater than 5° unless data are collected for the purpose of analyzing the effects of installation. When measuring the multiaxial acceleration at a certain point, the axis of each accelerometer shall be within 10 mm of this point. The center of inertia of each accelerometer shall be within 30 mm from this point.

D.4 Record

D.4.1 Digital tape recorder

Belt speed shall be stable, with speed error of not more than 10%.

D.4.2 Strip chart recorder

In direct data recording, the strip chart speed (in mm/s) shall be at least 1.5 times the FH value (in Hz). In other cases, the strip chart speed shall be guaranteed to achieve the same resolution.

D.5 Data processing

D.5.1 Filtering

In the process of data recording or processing, the filtering corresponding to the frequency of the data channel shall be performed. However, prior to recording, an analog filtering higher than CFC shall be used in order to use at least 50% of the recorder’s frequency response range and reduce the risk of highfrequency saturation of the recording instrument or frequency aliasing during digital processing.

D.5.2 Digitizing

D.5.2.1 Sampling frequency

The sampling frequency shall be at least equal to 8 FH. For analog recorder, when the recording and playback speed is different, the sampling frequency can be divisible by the speed ratio.

D.5.2.2 Amplitude resolution

The number shall be at least 7 digits long and one sign digit long.

D.6 Expression of test results

The test results shall be given in A4 format paper. The test results represented in graph shall have coordinate axis. The coordinate axis shall be scaled by using the appropriate unit of measurement for the selected unit (e.g. 1 mm, 2 mm, 5 mm, 10 mm, 20 mm). The standard SI system shall be used, but the vehicle speed unit can be km/h and the collision acceleration can be expressed in g (g = 9.81 m/s2).