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Rollover Calculation System October 17, 2003 1
Rollover Calculation System October 17, 2003 1
system
4.1 General
The purpose of the Rollover Stability Calculation System is to calculate the rollover stability
according to the european regulations concerning approval of tank vehicles. This system
description documents parts of the functionality and implementation of the system. Some cal-
culations of dimensions are common to other systems e.g. calculation of chassis height. For
such calculations reference is made to the chassis dimension tool documentation.
The system is accessible through a web browser and is intended to be used by sales engineers
and body builders.
4.2 Architecture
Fig. 1. System Architecture
WIS
cgi-program (C++)
user input
(truck spec no etc.)
client/ web- EDB
browser chassis adr
result server object object
utility
objects
The characteristics of the truck required for the calculation is determined in an instance of the
chassis class, which contains the following objects:
• FrontAxleInstallation
• RearAxleInstallation
• PowerTrain
• Cab
The complete chassis weight and the authorized axle loads can either be input by the user or
required from another system (WIS). The maximum technically permissible may be used as
default axle loads.
Component
(general base class)
AxleInstallation
FrontAxleInstallation RearAxleInstallation
4.3 Calculations
The calculation of the rollover limit for tank vehicles according to the european regulation
(Addendum 110, Regulation No. 111) involves several indata and calculation steps. This docu-
ment goes through each of them and examplifies the indata and the output.
The parameters that are calculated are of the following three main categories
• Dimensions, e.g chassis height, track width
• Stiffness, e.g of tyre, springs and stabilizers
• Mass and center of gravity.
The calculation takes into account the following main factors that infuence the stability:
• The height of the center of gravity
• Track width
• All factors that result in a lateral shift of the center of gravity (axle roll stiffness, suspension
roll stiffness, etc.).
TRACTOR’s are not covered as they are simulated with a reference kingpin roll stiffness.
According to the regulation bogies shall be treated as one individual axle. Rear air suspended
axles act however independently and is therefore treated as individual axles.
1. The lateral acceleartion at overturn if the height of the center of gravity of the tank is given.
2. The maximum allowable height of the tank for which the lateral acceleration at overturn
exceeds the minimum allowable limit. The calculation is done by using the secant method
iteratively.
5.1 Dimensions
The track width is an important parameter as it has a strong influence on the stability. The prin-
ciple for the calculation of the track width is that the width of the axle including hubs is stored
in EDB with product class and variant string as keys. The data is stored in the tables:
• axle_width_front
• axle_width_rear
For the rear, data is available for both single and dual mounted axles.
The calculation of the track width is calculated by adding or subtracting the appropriate rim
dimensions to the axle widths. The rim dimensions are stored in the table rim in EDB with
dimension as key, e.g. 9.00-22.5. The approriate rim is selected as the standard rim (disc steel)
for the tyre. This results in an error that is considered negligible as the difference between pos-
sible rims is small relative to the total track width. The rim dimensions are defined as follows:
Fig. 3. Rim dimensions
CL RIM
GG
E+2
E 0
T Nrear sin gle = axlewidth rear sin gle + 2 ⋅ G rim – 2 ⋅ E rim (3)
MA = 2 ⋅ E rim (4)
For front axles and single mounted rear axles, the theorectical track width is equal to the nomi-
nal track width. For dual mounted axles, the theoretical track width is calculated as follows:
2 2
T reaṙdual˙ = T Nreardual + M A (5)
The effective track width is used in the calculation of the maximum optimum lateral accelera-
tion at overturn.
N
∑ T i ⋅ Ai
T T = i------------------------
=1
(6)
AT
where N is the total number of individual axles, Ti is the theoretical track width of axle i, Ai is
the axle load of axle i and AT is the total sum of all axle load (AT=GVW).
Calculation examples:
Nominal track width rear tag axle (WTT-SING,TA-FIXED): 2349 – 2 ⋅ 175 + 2 ⋅ 15 = 2029 mm
2029 ⋅ 8000 + 1871 ⋅ 11500 + 2029 ⋅ 7500
Effective track width: ----------------------------------------------------------------------------------------------------- = 1962 mm
8000 + 11500 + 7500
5.2 Stiffnesses
In the case of an individual axle consisting of two physical axles it is assumed that the load dis-
tribution and stiffness is fully symmetrical. The only exception from this is the RADT-AR
bogie. In the case of a fully symmetrical bogie the stiffness are considered as being in parallel
and can simply be added. If for RADT-AR the tyre dimensions differ, the drive axle tyres are
used when calculating the properties of the bogie which is treated as one individual axle.
Minimum vertical tyre stiffness for single mounted axles according to ETRTO for calculation
as per ECE reg. 111:
als ⋅ 9.81
k vtyre sin gle = --------------------------------- N/mm (7)
( 1 – F Rmin ) ⋅ h
where FRmin=0.77 according to ETRTO and h is the ETRTO design height in mm:
h = (d – dr ) ⁄ 2 N/mm (8)
Nominal vertical tyre stiffness for single mounted axles (not used in calculations only for com-
parison):
k vtyre sin glenominal = als ⋅ 9.81 ⁄ ( 0.5 ⋅ diam – r sta ) N/mm (9)
where diam is the diameter of the tyre at no load, als is the axle load on a single mounted axle
in kg and rsta is the corresponding tyre radius in mm. The tyre data is stored in table tyre in
EDB.
For truck spec COS 66-02-1994 (nominal tyre stiffness see Eq. 7 is used in calculation exam-
ple):
Tyre 315/80R22.5 => als = 7500 kg, diam = 1076 mm, rsta = 500.2 mm
The roll stiffness for the axle with tyres is considered to have its center at ground.
The roll stiffness of the stabilizer is calculated as at most three flexibilities in series:
• Stabilizer bar (edb data tables: stabilizer_front, stabilizer_rear)
• inner bushings (edb data table: stab_bushing_inner_front, stab_bushing_inner_rear)
• outer bushings (edb data table: stab_bushing_outer_rear)
The configuration of stabilizers for the rear axles can not be determined from KOLA informa-
tion only. The configuration is therefore fetched from the table stabilizer_config_rear.
Inner bushings always exist but outer bushings may not exist. In addition, outer bushings may
exist but is included in the stabilizer bar which is delivered from the supplier. Then both the
stiffness of outer bushing and the bar is included in the bar stiffness in EDB. The calculation of
the total stabilizer assembly is done in two steps:
1. Calculate the roll stiffness of the bar and the inner bushing in series.
2. If there is an outer bushing, then calculate the roll stiffness of the outer bushing in series with
the stiffness calculated in step 1.
COS 66-02-1994:
Front:
Stabilizer bar part number: 1629786 => kbar = 520e6 Nmm/rad, ccinnerbushings = 825 mm
2
520e6 ⋅ 19e3 ⋅ 825 ⁄ 2
k stabilizertotal = --------------------------------------------------------
2
- = 481e6 Nmm/rad
520e6 + 19e3 ⋅ 825 ⁄ 2
Rear drive axle:
Stabilizer bar part number: 20452332 => kbar = 757e6 Nmm/rad, ccinnerbushings = 644 mm
Example width bogie treated as one individual axle and presence of outer bushing:
COS 66-02-1474:
Rear:
The data needed for the calculations are fetched from the following tables:
• airspring_front
• airspring_rear
• airspring_config_rear
• frontLeafSpring
• rearLeafSpring
• fai_lateral_dim
• rai_lateral_dim
The roll stiffness from the spring suspension for axles/bogies is calculated according to Eq. 14
below.
2
k rsprings = ( k springvert ⋅ cc springs ) ⁄ 2 + k springaux (14)
The spring stiffness is assumed to be linear in accordance with the regulation. The linear stiff-
ness is however dependendent on the axle load. The stiffness of the airsprings are especially
dependent on the axle load. The roll stiffness contribution from the springs is relatively small
for air suspensions. The auxiliary spring stiffness is important for leaf suspensions and is
mainly caused by torsional and lateral stiffness. The auxiliary spring stiffness for airsprings is
assumed to be zero.
The pressure in the airsprings are dependent upon the load transferred by the airsprings.
Axle load: 8000 kg (in this example we use the maximum technically permissible load)
2
k rsprings = 211.7 ⋅ 827 ⁄ 2 + 0 = 72.4e6 Nmm/rad
COS 66-02-1474:
Front
2
Spring part no: 257875 => k rsprings = 380 ⋅ 825 ⁄ 2 + 333e6 = 462e6 N/mm
Rear
The auxiliary stiffness for the rear leafspring is zero as it was not determined at the time when
this document was written.
HN 2
k rsuspensionground = k rsuspension ⋅ ------------------ (16)
H N – m
where HN is the center of gravity of the sprung mass (see paragraph xxx) and m is the roll cen-
ter axis height. The roll center axis height relative to the tyre center is fetched from EDB and
added to the loaded tyre radius in order to obtain the roll center axis height above the ground.
COS 66-02-1994:
At roll center:
At ground:
Center of gravity of sprung mass (se paragraph xxx): 1953 mm
The combined roll stiffness is the total roll stiffness for an axle wich is calculated as the stiff-
ness of the suspension and the tyres in series according to Eq. 17 below:
k rtyre ⋅ k rsuspensionground
k rcombined = ------------------------------------------------------------
- Nmm/rad (17)
k rtyre + k rsuspensionground
COS 66-02-1994:
2e9 ⋅ 1038.9e6
Front: k rcombinedfront = -------------------------------------- = 684e6 Nmm/rad
2e9 + 1038.9e6
3.407e9 ⋅ 2775e6
Rear drive axle: k rcombinedreardrive = -------------------------------------------- = 1529e6 Nmm/rad
3.407e9 + 2775e6
2e9 ⋅ 2656e6
Rear tag axle: k rcombinedreartag = ---------------------------------- = 1141e6 Nmm/rad
2e9 + 2656e6
5.2.6 Total roll stiffness
The total roll stiffness is the sum of the combined roll stiffness for all axles according to below:
N
k rtotal = ∑ k rcombined i
Nmm/rad (18)
i=1
COS 66-02-1994:
The vehicle pseudo roll angle for an axle is calculated according to below:
COS 66-02-1994:
8000 ⋅ 9.81 ⋅ 2029
Front: θ front = ------------------------------------------- = 0.116 rad
2 ⋅ 684e6
The effective mass factor is calculated for the axle/bogie with the lowest pseudo roll angle
according to below:
k rcombined
F E = --------------------------M- (20)
k rtotal
where suffix M denotes the axle with the lowest pseudo roll angle.
COS 66-02-1994:
The tag axle has the lowest pseudo roll angle. => FE = 1141e6/3354e6 = 0.34
The total vehicle weight (AT) is calculated as the sum of all axle loads. The axle shall be maxi-
mum authorized axle loads. If the maximum authorized axle loads are not available, then the
maximum technically permissible axle loads will be used as in the examples below.
COS 66-02-1994:
COS 66-02-1474:
The total unsprung weight (UT) is the sum of the unsprung weight for all axles. The unsprung
weight of each axle is stored in the tables unsprung_weights_front and unsprung_weights_rear
in EDB.
COS 66-02-1994:
COS 66-02-1474:
The weight of the complete chassis is calculated in another program/object, which upon
request returns the chassis weight for a given truck specification. This weight is broken down in
pieces for which the center of gravity is known with sufficient accuracy. Those pieces are the
following:
• Unsprung weight (center of gravity in wheel center, weight in unsprung_weights_front and
unsprung_weights_rear)
• Cab (weight and center of gravity in table cab_mass_properties)
• Powertrain (weight of gearbox and engine in table w8_dummy)
• Rest, i.e. frame and chassis packaging (battery, fuel tank etc.)
The assumption about the center of gravity of the rest mass is to be finally determined before
production release of the system. The currently used assumption is that the center of gravity
height of the rest mass is calculated as chassis_heightfront - frame_rail_heightfront/2, i.e. equal
to the height above the ground of the center of the frame rail above the front axle.
The following assumptions are made about the engine and gearbox center of gravity locations:
(MAIN C.S.):
• Engine: x=2040 mm (1000 mm in front of front axle), y=0 mm, z=1250 mm (100 mm above
frame rail center)
• Gearbox: x=3040 mm, y=0 mm, z=1250 mm
COS 66-02-1994:
The exact chassis weight used in this example has not been determined by the callable pro-
gram/object. Instead a typical weight of 7800 kg is used.
Cab: 950 kg, xMAIN = 2773 mm, yMAIN = 0 mm, zMAIN = 2350 mm
Calculation of rest mass: rest = 7800 - 1103 -330 - 950 - 2950 = 2467 kg
=> Center of gravity height of rest mass: 1023 -300/2 = 873 mm.
Center of gravity height above ground of engine and gearbox is calculated to 969 mm (roughly
100 mm above center of frame at front axle position).
Center of gravity of the cab is calculated to 2071 mm (roughly calculated as 2350 - (1150
+150-1023) = 2073 mm). The frame inclination does however result in the cab being a little bit
closer to the ground: (3040-2773)sin(0.308) = 1.5 mm closer than if the frame inclination had
not been taken into account.
The weight of the payload is calculated as the difference between the total vehicle weight (see
“Total vehicle weight” on page 15) and complete chassis weight (see “Center of gravity of
complete chassis (excludes superstructure)” on page 16).
The center of gravity height is input by the user relative to the top of the frame. In order to cal-
culate the center of gravity height above ground the rear chassis height is added.
COS 66-02-1994:
The center of gravity height of the complete vehicle is calculated according to below:
COS 66-02-1994:
897 ⋅ 7800 + 19200 ⋅ 2159
H G = --------------------------------------------------------------- = 1794 mm
27000
5.3.7 Center of gravity of sprung mass
The center of gravity of the sprung mass is calculated based on the knowledge of the mass and
center of gravity of the complete vehicle and the unsprung mass according to below.
27000 ⋅ 1794 – 2950 ⋅ 503.4
H N = ------------------------------------------------------------------- = 1952 mm
24050
where suffix M denotes axle with first wheel lift, A and U is in units N, FE is the effective mass
factor of the axle with first wheel lift and CDRESM is the combined roll stiffness at ground level
for the axle with first wheel lift.
COS 66-02-1994:
7500 ⋅ 9.81 ⋅ 2029
q M = ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------
2
= 0.399
( ( 27000 – 2950 ) ⋅ 9.81 ⋅ 0.34 ⋅ 1952 )
2 ⋅ 0.34 ⋅ 27000 ⋅ 9.81 ⋅ 1794 + -------------------------------------------------------------------------------------------
1141e6 – 27000 ⋅ 9.81 ⋅ 0.34 ⋅ 1952
where A and U is in units N, CDREST is the total combined roll stiffness of the vehicle.
COS 66-02-1994:
27000 ⋅ 9.81 ⋅ 1962
q T = ----------------------------------------------------------------------------------------------------------------------------------------------
2
= 0.472
( ( 27000 – 2950 ) ⋅ 9.81 ⋅ 1952 )
2 ⋅ 27000 ⋅ 9.81 ⋅ 1794 + ----------------------------------------------------------------------------
3354e6 – 27000 ⋅ 9.81 ⋅ 1952
COS 66-02-1994:
7500
q c = 0.472 – ( 0.472 – 0.399 ) ⋅ --------------- = 0.45
27000
Specification:
FO number 10-00-107
04-TLV TYPE-FH 6*2 DASH-BAS CABPT-R1 RIGID RC-SMOOT GCW44.0 CONC-BAS ENG-VE12 WARNVEST BUNKBOX BEDLOCKB
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USPEEDL COMBL-SI MARKL-SR DOL24:12 RLIGHT-W WPRE-BOC U5WLAMP GAUGEP2M SPG-KM AG-FUEL CIRCP-F TEMP-AMB TEMPTRA
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CL43S-O MECHTRAN GSS-SR VT2514 TRAN-V SRED-V RAEV91 RACAS-WE GENRAX RAT3.10 PROPS-L PLF1375 UPLS PLM1550
UWEDGE PSM-GKN PROP-STD PSBR1-13 UPSBRKT2 PSBP1-R2 UPSBP2 MPRO-FXS UTCOOL UPTOTR UPTOFLYW UPTOENG UPTOESID
BSYS-CON BRCYL-LO BRAKE-ZV BRV-V1 BRAD-BAS BRCYL-V1 ATANK-V1 ATNK-GEN ATANK-ST FBRA175 RBRA200 BRADJ-A AIRDRY
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RSTAB3 RSHABS BOGLIFT TRAL75 RALIM15 LIFT-BAS SUSPL-EC ULINER WTF-D335 WTD-D335 WTT-D335 WTT-SING WT-SEP WMF-ST
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CAB-WIDE L2H2 CABS-FUA CTILTP-E CPAN-MF FMUD-BAS USIDESTP FCABS-HD CURT-WB SMAT-RUB DOOR-EXT UAWINDS STW-D450
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UADCHAS SAFEKIT UETSBOX UREFRIG FIREXT3S PH-ENGCA FLAREKIT AMIR-CLO ISUNV-S ANT-CBR SPK-DDR RADIO-CD UGUARD
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UTOOLB UHPUMP ULUBCENT WAR-EXT ENGRC-B PROPCALC 10400MM SWE WB4900 ENG-GEN5 FACT-SE1
VTT00107